Telopea Urban Renewal Master Plan Traffic and Transport ... · heavy rail with a more frequent...

Telopea Urban Renewal Master Plan Traffic and Transport Assessment

Client // Land and Housing Corporation

Office // NSW

Reference // 16S1627000

Date // 27/04/17

16S1627000 // 27/04/17

Traffic and Transport Assessment // Issue: A

Telopea Urban Renewal Master Plan


Traffic and Transport Assessment Issue: A 27/04/17

Client: Land and Housing Corporation

Reference: 16S1627000 GTA Consultants Office: NSW

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A 28/04/17 Final report Darnell Cordova Karen McNatty Brett Maynard

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Table of Contents

Executive Summary 1

1. Introduction 3

1.1 Overview 3 1.2 Site Context 3 1.3 Report Structure 4 1.4 Expert Panel Review 4 1.5 References 5

2. Existing Transport Conditions 6

2.1 Road Network 6 2.2 Intersection Capacity Assessment 7 2.3 Midblock Capacity Assessment 14 2.4 Traffic Safety 17 2.5 Car Parking 18 2.6 Existing Demographics and Travel Characteristics 19 2.7 Public Transport 23 2.8 Active Transport 24

3. Master Plan 31

3.1 Land Uses 31 3.2 Site Layout and Access 33

4. Car Parking 36

4.1 Off-Street Car Parking Requirements 36 4.2 Off-Street Recommended Parking Rates 36 4.3 Bicycle Parking 38 4.4 On-street Parking Provisions 38

5. Sustainable Transport Infrastructure 39

5.1 Walking and Cycling Network 39 5.2 Public Transport 39 5.3 Promotion of Sustainable Transport 40

6. Traffic Impact Assessment 42

6.1 Traffic Generation 42 6.2 Distribution and Assignment 43 6.3 Traffic Impacts 44 6.4 Intersection Upgrades Delivery Plan 55

7. Local Area Traffic Management 60

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7.1 Overview 60 7.2 LATM Treatment Types 60 7.3 Application of LATM to Telopea 62 7.4 Pedestrian Safety 62

8. Conclusion 63

Appendices

A: Survey Results B: SIDRA Intersection Results (Internal Intersections) C: SIDRA Intersection Results (External Intersections) D: Traffic Generation

Figures

Figure 1.1: Master Plan Context 3 Figure 2.1: Pennant Hills Road 6 Figure 2.2: Kissing Point Road 7 Figure 2.3: Existing Weekday AM Peak Hour Traffic Volumes – Internal Intersections 8 Figure 2.4: Existing Weekday PM Peak Hour Traffic Volumes – Internal Intersections 9 Figure 2.5: Existing Weekday AM Peak Hour Traffic Volumes – External Intersections 10 Figure 2.6: Existing Weekday PM Peak Hour Traffic Volumes – External Intersections 11 Figure 2.7: Unsafe Traffic Movement at the Pennant Hills Rd/ Evans Rd/ Lloyds Av

Intersection 14 Figure 2.8: Recorded Road Crash History 17 Figure 2.9: Parking Situation at Telopea Railway Station, AM Peak 19 Figure 2.10: Telopea Master Plan Area Travel Zone 20 Figure 2.11: JTW Travel Modes by Residents from Selected TZ 21 Figure 2.12: Top Destination Areas for Workers Commuting from Telopea 21 Figure 2.13: JTW Travel Modes by Workers to the Selected TZ 22 Figure 2.14: Top Origin Areas for Workers Commuting to Telopea 23 Figure 2.15: Bus Transport Network 24 Figure 2.16: Telopea Master Plan Area within the Parramatta Bike Plan (2009) 25 Figure 2.17: Cycling Network 26 Figure 2.18: Telopea Railway Station Pedestrian Desire Lines – AM Peak Period 27 Figure 2.19: Pedestrian/ Vehicle Conflicts 28 Figure 2.20: Incidents near the Evans Road and Shortland Street Intersection 29 Figure 3.1: Land Use Strategy Map 32 Figure 3.2: Telopea Road Hierarchy Plan 34

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Figure 4.1: Light Rail Stop 400 metre Catchment 37 Figure 5.1: Indicative Alignment of the Parramatta Light Rail Stage 1 Network 40 Figure 6.1: Telopea Master Plan Area Work-Related Travel Patterns 44

Tables

Table 1.1: Expert Panel Review Comments and Responses 4 Table 2.1: Selected Road Attributes 6 Table 2.2: SIDRA INTERSECTION Level of Service Criteria 12 Table 2.3: Existing Operating Conditions – Internal Intersections (un-signalised) 12 Table 2.4: Existing Operating Conditions – External Intersections 13 Table 2.5: Environmental Capacity and Speed Performance Standards 15 Table 2.6: Evaluation of Environmental Capacity & Speed Performance 16 Table 2.7: Bus Services through Telopea 24 Table 3.1: Indicative Land Uses 31 Table 3.2: Road Hierarchy Summary 35 Table 4.1: DCP and SEPP Parking Requirements 36 Table 4.2: Recommended Telopea Local Area Parking Rates 37 Table 4.3: DCP Bicycle Parking Requirements 38 Table 6.1: Traffic Generation Estimates 42 Table 6.2: Internal Intersections – Performance with Development Traffic and Existing

Layouts 45 Table 6.3: Recommended Mitigating and Intersection Works – Internal Intersections 46 Table 6.4: Post-Development Operating Conditions with Upgrades – Internal

Intersections 47 Table 6.5: Internal Intersections Operating Conditions 48 Table 6.6: Development Operating Conditions with Existing Arrangements – External

Intersections 51 Table 6.7: Recommended Mitigation and Intersection Works – External Intersections 52 Table 6.8: Post-Development Operating Conditions with Upgrades – External

Intersections 52 Table 6.9: External Intersections Operating Conditions – Post Development – 15 years 54 Table 6.10: Five Years - Operating Conditions – Internal Intersections (without mitigation

measures) 55 Table 6.11: 15 Years Operating Conditions – Internal Intersections (without mitigation

measures) 56 Table 6.12: 5 Years Operating Conditions – External Intersections (without mitigation

measures) 57 Table 6.13: 15 Years Operating Conditions – External Intersections (without mitigations

measures) 58 Table 7.1: Use of LATM Devices 61

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Telopea Urban Renewal Master Plan 1

Executive Summary

The renewal of Telopea will build upon Telopea’s key assets to create a more vibrant community which is located within proximity to Parramatta’s growing city centre.

Telopea in its end state proposes to provide between 3,500 to 4,500 additional residential dwellings, 7,000 square metres of retail space (including a supermarket) and 3,000 square metres of new community space.

GTA Consultants has been engaged by the NSW Land and Housing Corporation (LaHC) to assess the traffic and transport impacts relating to the Telopea Master Plan.

The Master Plan area is located to the east of Telopea Railway Station, with Kissing Point Road to the south and connections to Pennant Hills Road (Cumberland Highway) in the north via collector routes Sturt Street, Marshall Road, Adderton Road and Evans Road.

Telopea is serviced by Telopea Railway Station (Carlingford Line) operated by Sydney Trains and bus services operated by Sydney buses. There are currently two existing bus services (545 and 513) which connect Telopea to key destinations including Parramatta, Chatswood, Meadowbank and Carlingford. The NSW Government announced Telopea as a preferred light rail stop as part of the proposed Parramatta Light Rail project. The Parramatta Light Rail project is expected to benefit Telopea through linkage with the Greater Parramatta area and replace the heavy rail with a more frequent light rail service.

The indicative yields indicate the development will likely generate an additional 1,689 trips during the AM peak and 1,811 trips during the PM peak. The additional trips in combination with the existing traffic data collected were used to model the future operation of internal and external intersections.

A structured road hierarchy defines the internal road network well and would assist in managing the impacts because of the associated development traffic generation. New road connections will increase the site accessibility and permeability, though traffic calming measures would be considered to discourage through traffic and rat-running.

To encourage the use of public transportation and reduce reliance on private vehicle use, a balanced approach to parking rates should be applied to developments both within the core development area adjacent to the station and development external to this.

The following key internal intersections within the Master Plan area were assessed in terms of existing and future performance:

Adderton Road/ Manson Street Sturt Street/ Manson Street Sturt Street/ Evans Road Shortland Street/ Evans Road.

Intersection analysis and site observations indicate that while these intersections currently operate satisfactorily, traffic exiting Telopea onto the arterial roads Pennant Hills Road and Kissing Point Road experience delays during peak periods due to the existing congestion. With appropriate intersection upgrades to address significant traffic volume increases, the above intersections would operate satisfactorily with the Master Plan area.

A new road connection across the railway corridor linking Sturt Street and Adderton Road is proposed to provide an alternate local access option, improving site linkage and circulation, as

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well as providing access to improve public transport interchange facilities that would be delivered as part of the Parramatta Light Rail project as well as the Master Plan. Traffic signals would be required for the rail crossing, integrated with Adderton Road.

The following key external intersections that provide access to the Master Plan area were assessed in terms of existing and future performance:

Pennant Hills Road/ Adderton Road Pennant Hills Road/ Coleman Avenue Pennant Hills Road/ Evans Road Kissing Point Road/ Sturt Street Kissing Point Road/ Adderton Road.

Intersection analysis and site observations indicate that these intersections generally operate satisfactorily under existing conditions, however some movements are approaching capacity and experience extended delays. It is evident the arterial roads Kissing Point Road and Pennant Hills Road experience significant corridor delays during peak periods. It is understood that Roads and Maritime Services (Roads and Maritime) is investigating signalisation of the Pennant Hills Road/ Evans Road intersection and it is assumed that these works could be undertaken in the short to medium term.

With appropriate intersection upgrades (including signal optimisation and changes to linemarking) to address the traffic volume increases, the analysed intersections could operate satisfactorily with the Master Plan, except for the Pennant Hills Road/ Adderton Road intersection. Intersection modelling suggests that an additional right turn lane on Pennant Hills Road and additional short left turn lane on Adderton Road are required at this location to maintain satisfactory intersection operation. This will require further detailed design and discussions with Roads and Maritime.

Mid-block traffic surveys indicate a significant amount of through traffic on local roads such as Evans Road and Marshall Road for connectivity between Pennant Hills Road and Kissing Point Road, with speeds slightly exceeding posted speed limits. Traffic calming measures to discourage through traffic on local roads would need to be considered, while still maintaining appropriate bus access and travel times

The inclusion of new pedestrian and cycling links, construction of pedestrianised/ shared roads could potentially improve the permeability of the active transport network throughout the study area, access to the core town centre and Telopea Railway Station.

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1. Introduction

1.1 Overview The NSW Land and Housing Corporation (LAHC) in partnership with Parramatta City Council (PCC) has commissioned a master plan for the Telopea renewal precinct, aimed at accommodating additional housing, including social housing.

GTA Consultants (GTA) has been engaged to prepare a traffic and transport study to inform the Master Plan.

The Master Plan area currently comprises the following land uses:

around 1,360 dwellings including a mix of private, social and affordable housing Telopea Railway Station & Sydney Trains rail corridor Waratah Shopping Centre, consisting of a cluster of small retail outlets around an IGA

supermarket Parramatta City Council library Telopea Primary School childcare centre.

1.2 Site Context The Telopea Master Plan area is in Parramatta City Council Local Government Area (LGA), around five kilometres north-east from Parramatta CBD and 17 kilometres north-west from Sydney CBD.

The Master Plan area is generally bounded to the south by Kissing Point Road, to the west by Adderton Road and the Carlingford Railway Line, to the north by Howard Street (with Pennant Hills Road further north of the Master Plan area), and to the east by The Ponds Creek reserve.

Figure 1.1 shows Telopea in context within the surrounding local area.

Figure 1.1: Master Plan Context

Source: Sydway Publishing Pty Ltd

1

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1.3 Report Structure This report documents the key findings of GTA’s review and assessment that seek to assess the traffic and transport aspects of the Telopea Master Plan, including identification of key issues and the necessary transport upgrades to support any additional population because of the Master Plan.

Following this introductory section, the remainder of this report is structured as follows:

review of existing travel patterns review of existing and future road, public transport and active transport network issues and opportunities assessment of the development traffic generation and study area intersection impacts overview of the Telopea Master Plan overview of the strategic modelling process review of the residential parking controls intersection upgrades delivery plan.

1.4 Expert Panel Review Prior to the Master Plan finalisation, an Expert Review Panel (facilitated by GoldbergBlaise) reviewed the draft Telopea Master Plan. Following the review, the document Expert Review: Draft Telopea Master Plan, October 2016 was prepared by GoldbergBlaise which included key recommendations and comments for consideration to finalise the draft Telopea Master Plan.

In relation to the traffic, parking, public transport and accessibility recommendations from the Expert Panel Review have been incorporated and/or resolved as part of the Traffic and Transport Assessment for finalisation of the Telopea Master Plan as summarised in Table 1.1.

Table 1.1: Expert Panel Review Comments and Responses

Expert Review Comments and Responses Section of this report

“A road hierarchy diagram is produced clarifying the function of each road. The hierarchy diagram should include pedestrian and cycle routes. Particular attention is required to Eyles Street.”

The existing road network did not show clear paths of travel for vehicles, which resulted in some local roads exceeding the Roads and Maritime environmental limits for daily traffic volumes. The document A Vision for Telopea, Background Report (Urbis, 2017) considers a more structured road hierarchy and clearly states the functions of surrounding roads which would manage the impacts of the eventual uplift in traffic.

Section 3.2.1

“Further consideration be made of a road through Sturt Park bordering the school.”

Although not proposed in the Master Plan, there is potential for a new street to run through Sturt Park adjacent to the Telopea Public School eastern boundary which would be subject to further consideration by both Council and Department of Education for any future Telopea Public School master plan.

Section 3.2.2

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1.5 References In preparing this report, reference has been made to the following:

an inspection of the site and its surrounds Telopea Renewal Project Transport Studies (Arup, 2010) Telopea Urban Renewal Project – Response to Submissions, (Arup 2010) Parramatta City Council Development Control Plan (DCP) 2011 A Vision for Telopea Master Plan Report (Urbis, 2017) A Vision for Telopea Background Report (Urbis, 2017) traffic surveys undertaken by Austraffic Traffic Data as referenced in the context of this

report other documents and data as referenced in this report.

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2. Existing Transport Conditions

2.1 Road Network As indicated in Figure 1.1, the Telopea Master Plan area is located south of Pennant Hills Road (Cumberland Highway). To its south is Kissing Point Road. Adderton Road, Evans Road and Sturt Street act as collector routes allowing traffic originating from within Telopea Master Plan area to access the arterial road network. The speed limit on Pennant Hills Road and Kissing Point Road near the study area is 60km/h, the speed limit on the collector routes and local roads is 50km/h. A summary of the adjoining road attributes is shown in Table 2.1.

Table 2.1: Selected Road Attributes

Road Name Road

Hierarchy Category

Carriageway Width (metres)

No. of Lanes (each

direction)

Speed Limit (km/h)

Pennant Hills Road (Cumberland Highway)

Arterial 13 2 60

Kissing Point Road 23 3 60

Adderton Road

Collector

10 1 50

Evans Road 10 1 50

Sturt Street 10 1 50

Figure 2.1 shows an image of Pennant Hills Road, while Figure 2.2 shows an image of Kissing Point Road.

Figure 2.1: Pennant Hills Road

2

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Figure 2.2: Kissing Point Road

2.2 Intersection Capacity Assessment

2.2.1 Intersection Counts

Traffic movement counts were completed at the following key priority-controlled intersections within the Telopea study area:

Adderton Road/ Manson Street Sturt Street/ Manson Street Sturt Street/ Evans Road Shortland Street/ Evans Road.

The counts were completed on Tuesday 15 March 2016 between 7am and 9am and between 4pm and 6pm. The AM and PM peak hour traffic volumes were found to be between 8am to 9am and 5pm to 6pm respectively and summarised in Figure 2.3 and Figure 2.4, with full results included in Appendix A.

Traffic movement counts were also undertaken for the following key external intersections that provide access to the Telopea Master Plan area:

Pennant Hills Road (Cumberland Highway)/ Adderton Road Pennant Hills Road (Cumberland Highway)/ Coleman Avenue Pennant Hills Road (Cumberland Highway)/ Evans Road Kissing Point Road/ Sturt Street Kissing Point Road/ Adderton Road.

The counts were completed on Thursday 23 June 2016 between 7am and 9am and between 4pm and 6pm. The AM and PM peak hour traffic volumes were found to be between 7:45am to 8:45am and 4:45pm to 5:45pm respectively and summarised in Figure 2.5 and Figure 2.6, with full results included in Appendix A.

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Figure 2.3: Existing Weekday AM Peak Hour Traffic Volumes – Internal Intersections

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Figure 2.4: Existing Weekday PM Peak Hour Traffic Volumes – Internal Intersections

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Figure 2.5: Existing Weekday AM Peak Hour Traffic Volumes – External Intersections

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Figure 2.6: Existing Weekday PM Peak Hour Traffic Volumes – External Intersections

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2.2.2 Intersection Operation

The operation of key intersections has been assessed using SIDRA INTERSECTION, a computer based modelling package which calculates intersection performance.

The commonly used measure of intersection performance, as defined by the Roads and Maritime Services (Roads and Maritime), is vehicle delay. SIDRA INTERSECTION determines the average delay that vehicles encounter and provides a measure of the level of service.

Table 2.2 shows the criteria that SIDRA INTERSECTION adopts in assessing the level of service.

Table 2.2: SIDRA INTERSECTION Level of Service Criteria

Level of Service (LOS)

Average Delay per vehicle (seconds) Traffic Signals, Roundabout Give Way & Stop Sign

A Less than 14 Good operation Good operation

B 15 to 28 Good with acceptable delays and spare capacity

Acceptable delays and spare capacity

C 29 to 42 Satisfactory Satisfactory, but accident study required

D 43 to 56 Near capacity Near capacity, accident study required

E 57 to 70 At capacity, at signals incidents will cause excessive delays

At capacity, requires other control mode

F Greater than 70 Extra capacity required Extreme delay, major treatment required

Existing Operating Conditions – Key Internal Intersections Table 2.3 presents a summary of the existing operation of the surveyed internal intersections, all of which are un-signalised, with full results presented in Appendix B of this report.

Table 2.3: Existing Operating Conditions – Internal Intersections (un-signalised)

Intersection Peak Degree of

Saturation (DOS) [1]

Average Delay (sec)

95th Percentile Queue (m)


Adderton Road/ Manson Street

AM 0.36 18 9 B

PM 0.40 17 11 C

Sturt Street/ Manson Street

AM 0.00 6 0 A

PM 0.01 6 0 A

Evans Road/ Sturt Street

AM 0.40 5 15 A

PM 0.21 6 6 A

Evans Road/ Shortland Street

AM 0.27 11 8 B

PM 0.14 6 4 A

[1] A measure of how much demand an intersection is experiencing compared to the total capacity. Also, known as the volume/capacity ratio where v/c > 1.0 represents oversaturated conditions.

Note: The worst performing turning movement is taken to represent the operation of the overall intersection for un-signalised intersections.

Based on the above assessment, the key intersections within the Telopea Master Plan area operate satisfactorily. These existing conditions are exhibited considering Telopea is bounded by Pennant Hills Road to the north and Kissing Point Road to the south, both of which experience significant delays during the AM and the PM peak periods.

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Site observations in the AM peak period confirm that queue lengths are generally shorter than those shown in the SIDRA INTERSECTION outputs. The surveyed intersections were found to operate at a satisfactory level of service with minimal queues and delays.

Existing Operating Conditions – Key External Intersections The Master Plan is likely to impact intersections outside of the Telopea study area. There are key external intersections which provide a link to the arterial roads Pennant Hills Road (Cumberland Highway) in the north and Kissing Point Road in the south.

Table 2.4 presents a summary of the existing operation of the surveyed external intersections, all of which are signalised except for the Pennant Hills Road/ Evans Road/ Lloyds Avenue priority controlled intersection. Full results are presented in Appendix C of this report.

Table 2.4: Existing Operating Conditions – External Intersections

Intersection Peak Degree of

Saturation (DOS) [1]

Average Delay (sec)



Pennant Hills Road (Cumberland

Highway)/ Adderton Road

AM 1.2 26 318 B

PM 0.99 22 B


Highway)/ Coleman Avenue

AM 0.78 14 175 A

PM 0.69 13 223 A


Highway)/ Evans Road

(un-signalised

AM 0.91 66 23 E

PM 0.86 58 19 E

Kissing Point Road/ Sturt Street

AM 0.73 16 154 B

PM 0.94 14 136 A

Kissing Point Road/ Adderton Road

AM 0.81 27 250 B

PM 0.91 25 225 B

Based on the above assessment, overall the intersections are operating with acceptable delays except for the unsignalised intersection of Pennant Hills Road/ Evans Road which is operating at capacity in both the AM and PM peaks. This is consistent with site observations.

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Based on analysis and observations, there is a safety concern for right turn movements at the Evans Road intersection. Right turn movements were observed to be dependent on whether Pennant Hills Road through traffic stops and gives way, as well as gap acceptance by drivers. Vehicles were observed to take dangerous/ insufficient gaps in traffic and would often queue across the westbound lane as shown in Figure 2.7. This was also a common behaviour for drivers exiting Evans Road and Lloyds Avenue.

Factors such as the critical gap 1 and minimum departures2 were adjusted for the Pennant Hills Road/ Evans Road/ Lloyds Avenue intersection to reflect the observed driver behaviour during the site visit. In addition to the above, during particularly congested periods on Pennant Hills Road, each through traffic vehicle would often give way to one left-turning vehicle exiting from a local road before proceeding.

Figure 2.7: Unsafe Traffic Movement at the Pennant Hills Rd/ Evans Rd/ Lloyds Av Intersection

Site observations indicated some level of through traffic congestion at each key intersection along Kissing Point Road and Pennant Hills Road. However, except for the Pennant Hills Road/ Evans Road/ Lloyds Avenue intersection, traffic which exited Telopea onto these roads local streets was not observed to experience any major delays.

2.3 Midblock Capacity Assessment

2.3.1 Environmental Capacity and Speed Performance Standards

The Guide to Traffic Generating Developments (Roads and Maritime, 2002) defines environmental limits for each road class, which are detailed in Table 2.5.

A further criterion specified by Roads and Maritime is that heavy vehicles should preferably not amount to more than five percent of total traffic on local roads.

1 Critical Gap is the minimum time (headway) between successive vehicles in the opposing (major) traffic stream that is

acceptable for entry by opposing (minor) stream vehicles. 2 Minimum Departures is the minimum number of departures per lane per minute, similar to the number of departures at the end of

the green period at signalised intersections.

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Table 2.5: Environmental Capacity and Speed Performance Standards

Road Class Road Type Maximum Speed (km/h) [1]

Max Peak hour volume (veh/hr)

Daily volume (veh/day) [2]

Local Access way 25 100 1,000

Street 40 200 (desirable) and 300 (maximum)

2,000 (desirable) and 3,000 (maximum)

Collector Street 50 300 (desirable) and 500 (maximum)

3,000 (desirable) and 5,000 (maximum)

[2] In existing areas, maximum speeds relate to 85th percentile speeds. [3] Traffic data obtained for this study was largely daily volumes. As such, the maximum peak hour volumes have been converted to

daily volume by assuming a peak to daily ratio of 10per cent.

Source: Guide to Traffic Generating Developments (Roads and Maritime, 2002)

The standards are based on Roads and Maritime research relating to safety (pedestrians’ ability to cross, visibility and delay) and amenity (noise and air quality) on residential roads. These standards were developed to assist practitioners in the design of residential subdivisions, to ensure an appropriate level of safety and amenity is maintained when designing these types of roads.

In practice, if these standards or limits are met, it is reasonable to assume that the street can be crossed safely and with minimal delay, and that the traffic noise and air quality levels would be acceptable.

In addition to the above target maximum speeds (25 to 50km/h), as a general guide, all local roads have a 50km/h speed limit unless designated otherwise.

2.3.2 Traffic and Speed Assessment

Midblock 24-hour counts and speed checks were completed on key roads within the Telopea study area to determine the existing mid-block traffic volumes and speeds at key locations.

The roads with traffic volumes, heavy vehicle percentage and speeds that exceeded the environmental capacity and speed performance are highlighted in red in Table 2.6.

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Table 2.6: Evaluation of Environmental Capacity & Speed Performance

Street Name Section

Surveyed

Functional Classification

Assessment Against Roads and Maritime

Environmental Performance

Ave

rage

Dai

ly

Traf

fic (v

ehic

les)

85th

Per

cent

ile

Spee

d (k

m/h

) [1]

Perc

ent H

eavy

Ve

hicl

es [3

]

Traf

fic V

olum

e

Spee

d

Heav

y Ve

hicl

e C

ompo

sitio

n

Adderton Road

Between Manson Street & Kissing

Point Road 13,222 56 [2] 2.4 Collector No No Yes

Evans Road Between Brand

Street & Yates Avenue

6,587 51 [2] 4.3 Collector No No Yes

Marshall Road

Between Howard Street &

Brand Street 958 53 [2] 7.3 Local Yes No No

Sturt Street Between Evans Road & Holland

Place 7,612 45 4.3 Collector No Yes Yes

[1] The ‘85th percentile speed’ is a key statistic used in traffic planning and analysis. It represents the speed at or below which 85 percent of all vehicular traffic are observed to travel under free-flowing conditions (or 15 per cent would exceed it). Based on research, vehicles traveling between the 50th and 90th percentile of speed have been found to have the lowest risk of crashing due to speed. For safety reasons, the speed limit is typically set at or below the 85th percentile speed.

[2] The surveyed roads have posted speed limits of 50 km/h. The 85th percentile speeds at these locations exceed the signposted limits. The preference is no more than five per cent of total traffic on local roads (refer to Section 4.1).

The results indicate the following observations in relation to the environmental capacity and speed performance of local roads:

Existing daily traffic volumes along Evans Road and Sturt Street, which function as collector roads within the Telopea study area, exceed the maximum limit (5,000 vehicles per day) by up to 50 per cent.

Existing daily traffic volumes along Adderton Road, which also functions as a collector road through Telopea, exceed the maximum limit by 165 per cent. From both a connectivity and traffic volume perspective, Adderton Road has a higher order function.

The 85th percentile speed exceeds the 50km/h speed limit on Adderton Road, Evans Road and Marshall Street.

The proportion of heavy vehicles to total traffic on Marshall Road exceeds the preferred maximum of five per cent of total traffic. However, this is mainly due to Marshall Road being a designated bus route rather than a heavy vehicle route through Telopea, as well as construction traffic from nearby developments.

The observations from the mid-block traffic flows against desirable Roads and Maritime environmental limits for local roads indicate that the Telopea road network tends to function as short-cuts between Kissing Point Road and Pennant Hills Road. Traffic calming measures to discourage through traffic through local roads would need to be considered. The key collector roads carry higher volumes than the desirable environmental limits. The implication for the Master Plan l is to reinforce a road hierarchy that through traffic is diverted away from local streets, which are also expected to generate higher levels of activity with the Master Plan.

It is noted that a broader transport study is being undertaken for the Telopea Precinct proposal.

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2.4 Traffic Safety Recorded road crash history was provided by Roads and Maritime for a five-year period (January 2010 to December 2014) within the Telopea Master Plan area. The data was analysed to identify any potential road safety deficiencies within the Master Plan area, particularly pedestrian-related incidents. Figure 2.8 shows a visualisation of the crash data categorised as pedestrian crashes, vehicle crashes resulting in injuries and non-casualty vehicle crashes (tow-away). There were no fatalities recorded within the study area over the five-year period (2010–2014).

Figure 2.8: Recorded Road Crash History

Data source: Roads and Maritime Services

Of the seven pedestrian-related crashes occurred along Shortland Street, Evans Road and Sturt Street, four crashes occurred at T-intersections, whilst the remaining three occurred mid-block (two-way undivided road). One pedestrian crash occurred along Adderton Road adjacent to Telopea Railway Station. A summary of the pedestrian crashes are as follows3:

four crashes involved vehicles colliding with pedestrians crossing from the near side (kerbside)

two crashes involved vehicles colliding with pedestrians playing, working, lying or standing on the carriageway

one crash involved a vehicle colliding with a pedestrian crossing from the far side.

Further analysis of the crash statistics indicates that the pedestrian crashes most often occurred near busy pedestrian areas such as bus stops, shops, schools, the skate park and the church.

Another observation made during the site visit was the effect of on-street parking along bus routes in the study area, particularly Marshall Road, Shortland Street and Sturt Street. These site observations indicate that the combination of parked cars on either side of the road at certain sections and the existing road width is not sufficient for two opposing vehicles to pass each other safely. Vehicles would usually have to give-way in the event of insufficient road width to allow for

3 Crash data follows the Roads and Maritime Services - Road User Movement coding

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safe passage. In addition, roads such as Marshall Road, Shortland Street and Sturt Street are designated bus routes which experience buses frequently stopping and slowing down traffic.

In seeking to reduce through traffic, consideration should also be given to the impacts of local area traffic management measures would have on bus operations.

The narrow road widths and bus routes along Marshall Road are expected to discourage additional through traffic using this road. The existing layout and function of the road is considered sufficient to discourage major increases in through traffic.

2.5 Car Parking

2.5.1 Existing Parking Conditions

Parking within the Telopea Master Plan area predominantly comprises unrestricted kerbside parking along most roads, with the following exceptions:

six one-hour time restricted parking spaces along Adderton Road adjacent to Telopea Railway Station between 8:30am to 6pm Monday to Friday and 8:30am to 12:30pm on Saturdays

39 one-hour time restricted parking spaces, 18 two-hour time restricted parking spaces, two accessible parking spaces and two taxi drop off/ set down spaces within Benaud Place, Waratah Shopping Centre

“No Parking” restrictions along Sturt Street opposite Telopea Public School and Marshall Road near the Shortland Street intersection

Several accessible parking spaces located on Polding Place near the cul-de-sac. Resident-only parking lots for apartment blocks.

The amount of unrestricted kerbside parking spaces within the Telopea Master Plan area allows for sufficient visitor parking during peak parking periods observed. Surrounding local streets have a reasonably low demand, except near Telopea Public School, Waratah shops and parking close to Telopea Railway Station.

Parking within 100 metres of the station is full by about 7:30am, which is due to residents using these spaces for non-commuting purposes, as shown in Figure 2.9. Parking near the station could benefit with the introduction of parking restrictions, although there is sufficient unrestricted kerbside parking available within the local streets beyond 100 metres from the station.

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Figure 2.9: Parking Situation at Telopea Railway Station, AM Peak

Informal kiss and ride activities were observed along Shortland Street adjacent to a ‘No Stopping’ zone at the railway station.

2.6 Existing Demographics and Travel Characteristics

2.6.1 2011 Journey to Work Data – Telopea Study Area

The Journey to Work (JTW) data published by the Bureau of Transport Statistics4 (BTS) from 2011 Census data by the Australian Bureau of Statistics provides the most robust picture of travel patterns to/ from the Telopea Master Plan area.

The smallest geographical area for which JTW data is available is a Travel Zone (TZ). JTW data was analysed for the Telopea Master Plan area catchment5, to better understand the current travel patterns for people who live and work in the area.

Figure 2.10 shows the selected catchment of the Telopea Master Plan area represented as a Travel Zone (TZ 1131).

4 Now the “Transport Performance and Analytics” section of Transport for NSW. 5 Corresponding to TZ #1131.

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Figure 2.10: Telopea Master Plan Area Travel Zone

Data source: Bureau of Transport Statistics, http://visual.bts.nsw.gov.au/jtwbasic/#1131, accessed 14 March 2016

2.6.2 Travel from the Telopea Master Plan Area

The 2011 JTW data indicates that a total of 2,987 people live in the selected Travel Zone. Out of the 2,987 residents, there are a total number of 1,131 people who work.

Travel Modes from Telopea Figure 2.11 indicates 73 per cent of working residents in the selected Travel Zone travel to work by car as the driver (68 per cent) or a passenger (five per cent). Public transport modes such as train (16 per cent) or bus (seven per cent) make up 23 per cent of total commuter travel modes.

http://visual.bts.nsw.gov.au/jtwbasic/#1131

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Figure 2.11: JTW Travel Modes by Residents from Selected TZ


Travel Destinations from Telopea The BTS data also provides the destination areas for these workers travelling from the selected Travel Zone, as shown in Figure 2.12. Of these, the Sydney CBD (16per cent), Carlingford (15 per cent), Ryde (14 per cent) and Parramatta (10 per cent) are the most popular destinations, with a minority travelling to suburbs including Auburn, Chatswood, Strathfield, Burwood, North Sydney and Baulkham Hills. It is noted that 265 residents work in other destinations not listed below to other minor destinations, namely Baulkham Hills (29), Pennant Hills – Epping (26), Bankstown (20), Merrylands – Guildford (17) and Warringah (16).

Figure 2.12: Top Destination Areas for Workers Commuting from Telopea


1%

2%

2%

5%

7%

16%

68%

0% 10% 20% 30% 40% 50% 60% 70% 80%

Other mode

Mode not stated

Walked only

Vehicle passenger

Bus

Train

Vehicle driver

Mode Share

Trav

el M

ode

5%23%

3%3%3%

4%5%

10%14%

15%16%

0% 5% 10% 15% 20% 25%

No fixed place of workOther

Baulkham HillsNorth Sydney - Mosman

Strathfield-Burwood-AshfieldChatswood-Lane Cove

AuburnParramatta

Ryde-Hunters hillCarlingford

Sydney Inner city

Workers Travelling from Telopea

Trav

el D

estin

atio

n



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2.6.3 Travel to the Telopea Study Area

The BTS 2011JTW data indicates that a total of 260 people work within the selected Travel Zone.

Travel Modes to Telopea Figure 2.13 shows the distribution of travel modes by the workers employed in the Travel Zone selected in Figure 2.10, which indicates that approximately 84 per cent of workers travel to Telopea by private vehicle to work as a driver or passenger, with only about six per cent travelling via train or bus. It is also noted that seven per cent of workers prefer to walk to work, most likely residents.

Figure 2.13: JTW Travel Modes by Workers to the Selected TZ


Travel Origins to Telopea Figure 2.14 represents the top origins of the 260 workers travelling to the selected Travel Zones in Telopea. These areas consist mainly within the neighbouring Carlingford area, with 105 out of the 232 workers (45 per cent) originating from here. Baulkham Hills, Merrylands, Parramatta and Fairfield also indicate a significant number of origins.

2%

3%

3%

7%

10%

74%

0% 10% 20% 30% 40% 50% 60% 70% 80%

Other mode

Bus

Train

Walked only

Vehicle passenger

Vehicle driver

Mode Share

Trav

el M

ode


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Figure 2.14: Top Origin Areas for Workers Commuting to Telopea


2.7 Public Transport Public transport services in the Master Plan area is provided by the Carlingford Line operated by Sydney Trains, and bus services operated by Sydney Buses.

2.7.1 Train Services

Telopea Railway Station is located on Sturt Street along the western boundary of the Master Plan area. It is also accessible from Adderton Road opposite Telopea Street.

There are limited train services on the Carlingford Line, serving as a shuttle line between Carlingford Railway Station and Clyde Railway Station, where interchange to other train lines is available.

Services at Telopea Railway Station to Clyde during the AM peak is about every 30 minutes, reducing to an hourly service outside the peak periods. Due to the infrequent services, patronage on the train is low.

The following train station barrier counts at Telopea Railway Station are available from BTS based on 2014 data:

AM peak (6:00–9:30am) – 260 in/ 30 out PM peak (3:00–6:30pm) – 20 in/ 130 out 24-hour period – 340 in/ 340 out.

2.7.2 Bus services

Sydney Buses operates two routes through Telopea, as indicated in Table 2.7. Figure 2.15 shows the bus network map near Telopea.

16%3%3%3%3%4%4%5%6%

9%45%

0% 10% 20% 30% 40% 50%

OtherCanterburyBankstown

Blacktown-NorthRyde-Hunters Hill

Chatswood-Lane CoveFairfield

ParramattaMerrylands-Guildford

Baulkham HillsCarlingford

Workers Travelling to Telopea

Trav

el O

rigin


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Table 2.7: Bus Services through Telopea

Route # Route Description Peak Headways (Frequency)

Off Peak Headways (Frequency)

545 Parramatta to Chatswood 10 minutes 15 minutes

513 Meadowbank Wharf to Carlingford 30 minutes 1 hour

Buses operate along Marshall Road, Shortland Street and Sturt Street, connecting with Pennant Hills Road in the north and Kissing Point Road in the south. Telopea Railway Station is serviced by the Parramatta to Chatswood (Route 545) service primarily using Kissing Point Road.

Figure 2.15: Bus Transport Network

Source: Sydney Buses – Western Region Guide

2.8 Active Transport

2.8.1 Cycling

Parramatta City Council released the Parramatta Bike Plan in 2009, indicating the following upgrades near the Telopea Master Plan area:

off-road cycleway parallel to Adderton Road from Field Place to Pennant Hills Road off-road cycleway from Telopea Station to Carlingford Station via an existing corridor

linking with an existing route off-road cycleway between Tiptrees Avenue and Coleman Avenue along Pennant Hills

Road.

A map of the Parramatta Bike Plan (2009) with respect to Telopea is shown in Figure 2.16.

http://www.sydneybuses.info/routes/Region_guide_West-2015.pdf

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Figure 2.16: Telopea Master Plan Area within the Parramatta Bike Plan (2009)

Source: Parramatta Bike Plan

Currently, the Telopea Master Plan area has on-road cycling facilities on local streets including Shortland Street and Evans Road, allowing connections to key destinations including Telopea Railway Station, schools and surrounding suburbs. Proposed cycling links include an off-road facility along the railway corridor connecting to Pennant Hills Road in the north and an on-road facility along Leamington Road/ Adderton Road to Kissing Point Road in the south. The current cycling network near the study area is illustrated in Figure 2.17.

https://www.parracity.nsw.gov.au/__data/assets/pdf_file/0004/34843/ParramattaBikePlan.pdf

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Figure 2.17: Cycling Network

Source: Westmead and Parramatta Bicycle Route Map

2.8.2 Walking

There are limited pedestrian footpaths in the area, resulting in poor pedestrian connectivity. Site observations indicate pedestrians frequently walked within the road carriageway along local streets as no footpaths are provided. These were observed on Wade Street, Eyles Street, The Parade, Fig Tree Avenue, Holland Place and Polding Place.

During the morning site visit, pedestrians were observed to cross the rail corridor from the west side of the station via a pedestrian level crossing to access the bus services along Shortland Street on the eastern side of the station. The pedestrian desire lines are shown in Figure 2.18.

http://www.discoverparramatta.com/__data/assets/pdf_file/0011/58187/Parramatta_and_Westmead_By_Bicycle.pdf

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Figure 2.18: Telopea Railway Station Pedestrian Desire Lines – AM Peak Period

Basemap source: Google Maps, accessed 11 March 2016

There are currently no formal pedestrian facilities to cross Shortland Street and vehicles were observed to maintain their speed around this area even with increased pedestrian activity.

Despite this, the Roads and Maritime crash data from Figure 2.8 indicates that there have been no crashes here within the past five-year period.

Pedestrian and vehicle conflicts were observed along Shortland Street near Evans Road. There are no formal pedestrian crossing facilities provided at this location. Bus patrons crossing from/ to the bus facilities along Shortland Street would often conflict with oncoming vehicles, most notably vehicles exiting Benaud Place (from the shops). This pedestrian behaviour is indicated in Figure 2.19.

The crash data indicates there have been four pedestrian crashes at this intersection and the surrounding bus stops, generally due to pedestrians crossing the road from the near side of a vehicle to the kerb/ road shoulder as shown in Figure 2.20 (refer to Figure 2.8 for legend).

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Figure 2.19: Pedestrian/ Vehicle Conflicts

Basemap source: Google Maps viewed 11 March 2016.

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Figure 2.20: Incidents near the Evans Road and Shortland Street Intersection

The Telopea Master Plan area slopes downwards from Telopea Railway Station towards the creek line near Evans Street in the southeast due to a ridgeline generally running in a north-south direction.

The Telopea Master Plan area topography creates a difficult walking environment around Telopea with long walking distances between key destinations. The walking distance between the Waratah Shopping Centre and Telopea Railway Station is about 400 metres, with steep grades along Shortland Street and Sturt Street.

A signalised pedestrian crossing is provided along Adderton Road near Telopea Railway Station. Most pedestrians were observed to cross at this facility without waiting for the pedestrian signal to turn green. The crash data analysed indicates there has only been one pedestrian crash at the Adderton Road signalised crossing near Telopea Station in the last five-year period due to a pedestrian crossing from the near side.

Raised markings are generally provided in high pedestrian activity areas such as Telopea Public School and Waratah Shopping Centre.

2.8.3 School Activities

Telopea Public School is a small community school located in the southern end of the Telopea Master Plan area, bound by Sturt Street, Chestnut Avenue and Manson Street. Based on the School Plan 2015-2017, the school only operated three classes in 2015; a combined Kindergarten/ Year 1 class, a Year 2, 3 and 4 class and a Year 5 and 6 class. Traffic generated by the school during the AM school peak period (8–9:30am) was observed to cause minimal congestion during the site visit.

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School drop-off activity was observed along Chestnut Avenue in a No Parking zone (8–9:30am and 2:30–4pm school days) near the school entrance. There were only two vehicles observed to drop off school children at any one time. School children were also dropped off along Sturt Street, west of Manson Street and used the pedestrian refuge on Manson Street to safely cross the road. Drop-off activities were also observed in Benaud Place, with the raised pedestrian crossing facility on Sturt Street providing a safe crossing point for students.

A small portion of students arrived via buses servicing the bus stop on Sturt Street adjacent to the Dundas Branch Library. Students and/ or parents were observed to cross Sturt Street via the pedestrian refuge provided near the bus stop.

Overall, the traffic, pedestrians and parking conditions around the school during the peak AM school period was observed to have minimal delays caused by the school activity.

Students and parents were observed to appropriately use the pedestrian facilities around the school. The existing pick-up and drop facilities servicing the school are expected to be maintained.

2.8.4 Pedestrians

Site Topography The topography in the main centre of Telopea can be considered steep in relation to pedestrian amenity.

The slope (around 1 in 10) towards the creek near Evans Street in the south-east with the higher ground being the railway line makes walking towards Telopea Station from the east difficult. There are relatively long distances between key destinations such as the Waratah Shopping Centre and Telopea Station.

Redevelopment in the town centre would need to consider not only pedestrian desire lines to key trip attractors, but also the topography that would be encountered along those desire lines and how building form in combination with the public domain can best address this challenge.

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3. Master Plan

3.1 Land Uses The Master Plan includes the construction of residential, including a mix of private, affordable and social housing, a retail centre and community uses, with the indicative areas summarised in Table 3.1.

Table 3.1: Indicative Land Uses

Use No. of Apartments/ Area Residential Between 3,500 – 4,500 mixed residential dwellings

Retail 7,000 m2 (including a 3,000-4,000 m2 supermarket)

Community 3,000 m2 (approx.)

The core area opposite the light rail stop will consist of high-density buildings and retail services, providing a clear urban structure around the light rail stop. Medium to low density uses are proposed outside of the core, with densities and building heights decreasing as development moves outwards from the core area and light rail stop.

The community centre would facilitate a new neighbourhood centre and a new branch library to replace the existing Dundas Area Neighbourhood Centre.

In addition to the above land uses, public spaces such as parks, reserves and a new arrival plaza at the light rail stop is proposed throughout the Telopea Master Plan.

A land use strategy map showing the proposed land uses within the Telopea Master Plan area is shown in Figure 3.1.

3

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Figure 3.1: Land Use Strategy Map

Source: A Vision for Telopea Master Plan Report, Urbis 2017

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3.2 Site Layout and Access

3.2.1 Road Hierarchy

The design is permeable for both north-south and east-west movements, with the proposed site layout shown in Figure 3.1. From the regional road network, the site is accessed via Pennant Hills Road to the north and Kissing Point Road to the south. Adderton Road, Evans Road, Marshall Road and Sturt Street are collector roads which intersect with the regional road network providing access to the site. The proposed road hierarchy and mixture of traffic calming measures will limit the amount of through-traffic movement passing the site.

The document A Vision for Telopea, Background Report (Urbis, 2017) considers a more structured road hierarchy which clearly states the functions of surrounding roads which would manage the impacts of the eventual uplift in traffic.

The road hierarchy diagram is pictured in Figure 3.2 and summarised in Table 3.2.

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Figure 3.2: Telopea Road Hierarchy Plan

Source: A Vision for Telopea Background Report, Urbis 2017

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Table 3.2: Road Hierarchy Summary

Hierarchy Role and Function Streets

Sub Arterial Road • Provide regional traffic and public transport connections

• Kissing Point Road • Pennant Hills Road

Collector Roads

• Provide the main connections between sub-arterial roads, in the case of Telopea provide the key links between Kissing Point Road and Pennant Hills Road

• Ability to accommodate local bus movements

• Traffic movement and safety will be prioritised over on-street parking

• Adderton Road • Evans Road • Sturt Street • Shortland Avenue • Marshall Road • Manson Street

Local Roads • Predominantly to be used for local traffic,

with slow vehicular traffic with on-street parking and pedestrian amenities

• All streets that are not collector or sub-arterial

Minor Connectors • Predominantly thoroughfares that prioritises

pedestrian movements, may be a pedestrian street and/or shared street

• Eyles Street extension – east of Benaud Lane

• Eyles Street extension – west of Wade Street

Source: A Vision for Telopea Background Report, Urbis 2017

3.2.2 New Connections

The Master Plan seeks to provide new connections to increase site permeability to assist with the expected increase vehicle, cycling and pedestrian movements as follows:

A new road crossing over the rail line linking Adderton Road and Sturt Street, providing an alternative crossing option from the existing narrow Manson Street crossing. This new crossing will improve the movements of vehicles across the light rail corridor for traffic travelling east-west through the core area.

Relocation of Wade Street to link Manson Street and Marshall Road to improve the north-south movement and permeability through the core area, although traffic calming measures will be used to discourage through traffic.

Benaud Lane upgraded to create verge with footpaths and landscape area to improve permeability through the core area, but will also use traffic calming measures to discourage through traffic.

Eyles Street may also be extended to link Evans Road and the light rail stops. However, this extension is more likely to be delivered as a pedestrian link in full and not provide a complete road/ traffic connection.

In addition to the above, a new road connecting Sturt Street to Chestnut Avenue parallel to the eastern boundary of Telopea Public School is to be considered by Council and Department of Education for any future master plan for the school.

The addition of this link would create an opportunity for a ‘kiss and ride’ facility servicing the school. This would also improve access to the residential areas south of Sturt Street and increase the general area permeability.

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4. Car Parking

4.1 Off-Street Car Parking Requirements The off-street car parking provision requirements for different development types are set out in City of Parramatta Council’s Development Control Plan (DCP 2011). Social and affordable housing land uses can use rates as per the State Environmental Planning Policy (SEPP) Affordable Rental Housing 2009.

A review of the car parking requirements for proposed developments within the Telopea Master Plan area is summarised in Table 4.1.

Table 4.1: DCP and SEPP Parking Requirements

DCP/ SEPP Land Use Minimum Parking Rate Reference

Dwelling houses and dual occupancies

1 space for dwellings less than or equal to 125m2

2 paces for dwellings equal to or

greater than 125m2

City of Parramatta Council DCP 2011

Residential flat buildings

1 space per 1 or 2-bedroom unit 1.2 spaces per 3-bedroom unit 2 spaces per 4-bedroom unit

0.25 spaces per dwelling for visitor

parking (car wash bay may also be a visitor space)


Business and Office 1 space per 50m2 GFA

1 loading bay per 400m2 GFA


Retail 1 space per 30m2 GFA

1 loading bay per 400m2 GFA


New affordable housing/ social housing

0.4 spaces per 1 bedroom unit 0.5 spaces per 2-bedroom unit

1 space per 3 or more-bedroom unit SEPP Affordable Rental Housing 2009

4.2 Off-Street Recommended Parking Rates A key redevelopment objective of the Master Plan is to encourage the use of public transportation and reduce reliance on private cars. There is potential for balanced parking provisions in lieu of planned transport infrastructure development (i.e. the Parramatta Light Rail) within the vicinity of the site to ensure effective use of public transportation and ease parking congestion within the area.

It is recommended that Council consider amending the existing parking rates in Telopea to respond to future demand and encourage the use of the future Parramatta Light Rail. The recommended rates are included in Table 4.2 below and allow for reduced parking in areas within 400 metres walking distance from the light rail stop as shown in Figure 4.1.

4

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Figure 4.1: Light Rail Stop 400 metre Catchment

Table 4.2: Recommended Telopea Local Area Parking Rates

Development Type Area 1 Area 2

Residential Flat Buildings

1 bed 0.6 per unit 1 per unit

2 bed 0.9 per unit 1.25 per unit

3+ bed 1.4 per unit 1.5 per unit

Visitor 1 per 10 unit 1 per 7 units

Retail Supermarket 1 space per 25m2 GLFA [3]

Specialty 1 space per 25m2 GLFA

Commercial (including Medical and Professional Consulting uses) 1 space per 40m2 GLFA

Community Assessed on merits, will take in to account integration of retail/ community uses and ability to share car parking

as it would facilitate multi-stop facilities

Car Share Spaces

A minimum of 1 space is to be allocated to car share for developments with 50 or more dwellings. If agreement with a car share provider is not obtained, then the car

share space is to be used for addition visitor parking until such time a car share provider agreement is obtained.

[3] Gross leasable floor area

The retail rates in Table 4.2 are lower than Council and Roads and Maritime rates as they adopt an integrated approach to retail shopping activities. The shops are centrally located within a predominantly local retail catchment and the lower parking rates will encourage walking to the shops, commuters shopping on their way home throughout the week, and acknowledges the

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proposed densities with immediate vicinity (around 200 metres) of the new shops. These rates are consistent with other recent renewal precincts, including Carter Street, Homebush.

4.3 Bicycle Parking DCP 2011 sets out requirements for bicycle parking which must be provided in an undercover safe a secure bicycle parking facility with rates set out in Table 4.3 below.

Table 4.3: DCP Bicycle Parking Requirements

Land Use DCP Bicycle Parking Rate Residential flat buildings 1 space per 2 dwellings

Business premises, office premises, retail and industrial developments 1 space per 200 m2 GFA

End-of-trip facilities (showers, lockers, change rooms, etc.) must be provided for business premises, office premises and retail developments.

4.4 On-street Parking Provisions There are currently concerns regarding on-street parking at certain locations within the study area. Existing on-street parking is available on both sides of the road throughout most internal roads which reduces the two-way traffic carriageway widths and has been observed to be an issue particularly along bus routes such as Marshall Road, Evans Road and Sturt Street.

To reflect high-density residential volumes and maintain appropriate bus access, it is recommended on-street parking restrictions are introduced based on the following carriageway widths (with potential exceptions for minor streets and school frontages):

less than eight metres – no on-street parking to be provided between eight to 10.5 metres – parking on one side only more than 10.5 metres – parking allowable on both sides.

It is recommended that the on-street parking strategy applies to all roads initially where redevelopment is proposed, with exceptions made for low volume and/or terminating roads following specific assessment (including sight lines and passing opportunities).

It is noted activities associated with the local Church along Manson Street has been observed to cause on-street parking on Adderton Road, Winter Street and Manson Street to reach capacity on weekends. These impacts could be reviewed by Council to determine an appropriate outcome for the Church and the community.

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5. Sustainable Transport Infrastructure

5.1 Walking and Cycling Network The Master Plan access and movement strategy indicates the provision of better pedestrian and cycling connections throughout the neighbourhood and the existing surrounding cycling network as a key development principle.

The precinct will be integrated with the City of Parramatta cycling strategy to provide key cycling links and facilities including the Greenway Corridor to service the precinct. Cycleways are proposed to connect with the Light Rail stop and the local area.

Pedestrian connections and footpaths will be provided as new development occurs.

5.2 Public Transport

5.2.1 Parramatta Light Rail

A preferred light rail network for Parramatta was recently announced by the NSW Government, following studies undertaken to investigate opportunities to support the creation of new communities, employment opportunities and encourage urban growth across the Greater Parramatta to Olympic Peninsula Priority Growth Area.

Stage 1 of the network announced by the Government will include:

a core spine linking precincts within Greater Parramatta including Westmead health precinct, Parramatta CBD and Camellia

the replacement of the existing heavy rail service between Camellia and Carlingford with a more frequent light rail service.

Figure 5.1 shows the indicative alignment of the Parramatta Light Rail Stage 1 announced in February 2017.

5

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Figure 5.1: Indicative Alignment of the Parramatta Light Rail Stage 1 Network

Source: Transport for NSW – Parramatta Light Rail preferred network

Given the reasonably low demand for heavy rail, the conversion of Telopea Rail Station to light rail could be of significant benefit to the local area. The proposed Parramatta Light Rail will provide enhanced public transport service to Telopea, in terms of potential for more frequent services during peaks and throughout the day. The proposed Parramatta Light Rail will also provide Telopea with direct links to key destinations in the surrounding region, including Parramatta, Westmead, Strathfield and Sydney Olympic Park, thereby increasing its accessibility. However, the same level of accessibility could also bring about negative impacts to the study area such as higher demand for all-day commuter parking from external generators.

5.3 Promotion of Sustainable Transport

5.3.1 Light Rail Transportation Hub

A light rail precinct which includes both the light rail stop and adjoining plaza will be the key public transportation node servicing Telopea. This public space will be complimented with cycling end-of-trip facilities, taxi ranks and a bus interchange and create a welcoming environment for both residents and visitors through detailed architecture.

http://data.parramattalightrail.nsw.gov.au/s3fs-public/ParramattaLightRailMapDetail_0.pdf

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5.3.2 Green Travel Plan

A Green Travel Plan is a way in which a development can manage the transport needs of residents and visitors. The aim of the plan is to reduce the environmental impact of travel to and from a given site and in association with its operation. The plan encourages more efficient use of motor vehicles as well as alternatives to single occupant car usage.

5.3.3 Reduction in Private Vehicle Usage

Encouraging the use of public transport and walking and cycling as modes of transport is central to reducing motor vehicle usage. With the addition of the light rail transportation hub, the site will be easily accessible by public transport.

The Master Plan is a prime opportunity to promote this vision by encouraging the use of public transport, cycling, and walking and not encouraging an abundance of car parking within this area and in turn, an over use and unnecessary use of private vehicles. The internal movement and access network should reinforce this complimented with high quality wayfinding.

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6. Traffic Impact Assessment

6.1 Traffic Generation Traffic generation estimates for the residential land uses have been based on information on trip rates sourced from the Guide to Traffic Generating Developments (Roads and Maritime, 2002).6

This study takes a conservative approach and assumes the following with respect to traffic generation:

medium density buildings (3-6 storeys) follow the rate for three-bedroom units high density buildings (six storeys or more) follow the rate for metropolitan sub-regional

centres retail traffic generation has been based on 6.7 vehicles per 100 square metres of GFA

for retail land uses between 0 to 10,000 square metres of GFA, this is the Roads and Maritime rate based on a typical Friday night.

To represent expected retail activity, discounted AM and PM peak hour traffic generation rates for the retail land uses have been adopted based on the following:

25 per cent of trips are from the surrounding local residential developments within the study area (internal/ linked trips already accounted for within residential traffic generation)

25 per cent of people will prefer to walk to the shops 50 per cent of trips are to/ from external sources (including linked trips).

The assumptions used to estimate the traffic generation of the proposal are based on yield estimates provided by Urbis and LaHC. These are outlined in Table 6.1.

Table 6.1: Traffic Generation Estimates

Land Use

No. of Additional Dwellings/

Units

Weekday Peak Hour Generation Rate (trips)

Traffic Generation Estimates (trips/

peak hour)

Medium Density Residential (three or more bedrooms)

725 0.65 per dwelling 471

High Density Residential (Metropolitan Sub-Regional Centres)

3,775 0.29 per unit 1,095

Total residential trips 1,566

Land Use GFA (m2) Discounted Weekday Peak Hour Generation

Rate (trips)

Traffic Generation Estimates (trips/

peak hour) Retail - AM

7,0007 1.75/ 100 m2 123

Retail - PM 3.5/ 100 m2 245

AM peak total trips 1,689 PM peak total trips 1,811

Source: Information provided by Urbis and LaHC

6 The traffic generation rates provided in Roads and Maritime Technical Direction 2013-04a only provided rates for low density and

high density residential developments. For consistency, GTA adopted rates for low-, medium- and high-density residential developments provided in the Guide to Traffic Generating Developments (RMS, 2002).

7 This is the total retail area.

6

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In combination, the development is expected to generate a maximum of 1,689 and 1,811 trips during the AM and the PM peak hours, respectively.

A detailed assessment of the traffic impacts on key internal intersections in the Master Plan area was undertaken for the proposed development yields and based on traffic generation per block and associated distribution. This assessment, discussed in Section 6.3.1 and Section 6.3.2 and detailed in Appendix B, also included some minor additional traffic (in the order of five percent) which would account for any local circulation, variations in traffic generation/ distribution or similar and provides a robust assessment of internal intersection treatments.

6.2 Distribution and Assignment Development traffic is expected to access the Master Plan area via four main access/ egress points:

Pennant Hills Road/ Adderton Road (to the northwest) Pennant Hills Road/ Coleman Avenue (to the north) Pennant Hills Road/ Evans Road (to the northeast) Kissing Point Road/ Adderton Road (to the southwest) Kissing Point Road/ Sturt Street (to the southeast).

The distribution and assignment of traffic generated by the proposed development has been assessed using the following assumptions:

work-related traffic follows current journey-to-work (JTW) travel patterns retail/ leisure-related traffic has been equally allocated throughout all access/ egress

points in consideration of the road network and access configuration.

The distribution of JTW travel patterns for work-related trips in the Telopea Master Plan area across the four-main access/ egress points is shown in Figure 6.1.

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Figure 6.1: Telopea Master Plan Area Work-Related Travel Patterns

Data source: Bureau of Transport Statistics, http://visual.bts.nsw.gov.au/jtwdynamic/, accessed 10 June 2016

The retail development proposed as part of the proposal would likely attract external trips from the surrounding areas. Traffic distribution has been assumed to be equally distributed across all main access/ egress points (25 per cent in each direction) as the study area is surrounded by residential development.

In addition, the directional split of traffic during peak hours (i.e. the ratio between the inbound and outbound traffic movements) has been estimated based on patterns at similar developments and taken as the following:

residential AM peak hour: 20 per cent inbound, 80 per cent outbound residential PM peak hour: 80 per cent inbound, 20 per cent outbound retail AM peak hour: 80 per cent inbound, 20 per cent outbound (workers travelling to

work and minimal retail activity in the morning) retail PM peak hour: 50 per cent inbound, 50 per cent outbound.

6.3 Traffic Impacts

6.3.1 Internal Intersections – Operating Conditions

Table 6.2 presents the results of the intersection assessment for the key internal intersections within the study area. It demonstrates that under existing layout arrangements, these key internal intersections would not satisfactorily accommodate the forecasted peak hour traffic generation.

Full results of the internal intersections assessment are presented in Appendix B.

http://visual.bts.nsw.gov.au/jtwdynamic/

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Table 6.2: Internal Intersections – Performance with Development Traffic and Existing Layouts

Intersection Peak Degree of Saturation

(DOS)

Average Delay (sec)



with Development

Traffic


AM 1.00 80 145 F

PM 1.30 373 277 F


AM 1.19 192 540 F

PM 0.60 14 29 B


AM 1.94 923 1,694 F

PM 1.40 415 704 F


AM 0.78 21 42 C

PM 0.29 10 9 B

Adderton Road/ New link road across railway

line

AM 0.18 19 4 C

PM 0.13 18 3 C

Sturt Street/ New link road through Sturt

Park

AM 0.04 6 1 A

PM 0.04 66 1 A

Table 6.2 shows the traffic generated by the Master Plan (without further mitigating measures) is expected to have a significant impact during the peak periods to the operation of the following key internal intersections:

Adderton Road/ Manson Street – The give-way priority control measure at the Adderton Road/ Manson Street intersection would not accommodate development traffic. The key traffic movement at this intersection is recognised to be the left turn movement from Manson Street to Adderton Road heading south.

Sturt Street/ Manson Street – The intersection is shown to exceed capacity during the AM peak. The Manson Street approach is restricted to a single-lane arrangement heading north, which delays traffic movements from this approach, mainly because of right-turning vehicles giving way to Sturt Street through traffic.

Evans Road/ Sturt Street – The intersection has been assessed as a four-leg intersection as per the Telopea Master Plan, which indicates Evans Road is proposed to connect with Cunningham Street through Sturt Park to the south. The existing give-way priority control at this intersection would not accommodate the forecast additional peak hour traffic generated by the proposal. Significant delays would be experienced on both approaches of Evans Road, largely caused by giving way to Sturt Street traffic.

Evans Road/ Shortland Street – The intersection would operate satisfactory with the existing intersection layout arrangement, considering the additional traffic generated by the proposal. Most of the additional traffic would be through movements along Evans Road, which do not have to stop and give way at the intersection.

New at-grade crossing of rail corridor – The proposed rail level crossing linking Sturt Street and Adderton Road has been assessed as having give-way, priority control intersections at both ends, although it is noted that any at-grade crossing of the light rail tracks would be signalised, particularly for safety considerations. A one-lane per direction layout is expected to accommodate the forecast traffic, with localised widening at the intersections.

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6.3.2 Internal Intersections – Mitigating Measures and Intersection Works

The additional peak hour traffic that is expected to be generated by the development cannot be accommodated by the existing intersection layouts and upgrades need to occur.

Table 6.3 outlines recommended mitigation measures, involving intersection upgrades to manage the impacts on operational efficiency of these intersections, because of the additional traffic generated by the development.

Table 6.3: Recommended Mitigating and Intersection Works – Internal Intersections

Intersection Proposed Works


Add an extra lane to the Manson Street approach to separate right/ left turning vehicles.

Assume Adderton Road widened to be two travel lanes per direction post-development (at least at intersections).

Convert the intersection to signal control (circa 60 second cycle time).

Sturt Street/ Manson Street Convert the intersection to a roundabout with a single lane each direction.

Evans Road/ Sturt Street Convert the intersection to a roundabout with a single lane each direction.

Evans Road/ Shortland Street No mitigating works required, however convert the intersection to a

roundabout with a single lane each direction, for consistency purposes. Existing priority control still assessed as part of intersection modelling.

Adderton Road/ New Link Road

Upgrade the intersection to signal controlled (circa 60 second cycle time).

Sturt Street/ New Link Road New priority controlled intersection, potentially with Sturt Street (west) as

the terminating leg. This would allow continuous movement between Adderton Road and the Telopea Station (with future bus interchange).

The above outline potential treatments that would mitigate the traffic impacts of the Telopea Master Plan. The detailed design of intersection upgrades will occur as part of future studies and in conjunction with Council.

The future operation of the key internal intersections including the mitigating and intersection works have been assessed using SIDRA INTERSECTION and a summary of the future operation shown in Table 6.4, with full results in Appendix B of this report.

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Table 6.4: Post-Development Operating Conditions with Upgrades – Internal Intersections


(DOS)

Average Delay (sec)




AM 0.75 16 79 B

PM 0.63 11 107 B

Sturt Street/ Manson Street AM 0.73 25 71 C

PM 0.13 10 6 A

Evans Road/ Sturt Street AM 0.94 24 159 C

PM 0.05 14 2 B

Evans Road/ Shortland Street AM 0.78 20 42 C

PM 0.29 8 9 A

Adderton Road/ New link road across the railway line

AM 0.58 6 88 A

PM 0.63 6 99 A

Sturt Street/ New link road across the railway line

AM 0.09 13 10 B

PM 0.11 13 12 B

As shown in Table 6.4, the recommended mitigating and intersection works on the internal study intersections are expected to provide sufficient peak hour traffic capacity for the Master Plan, with all movements indicating satisfactory performance.

A summary of the existing, “without Mitigation Works” and “with Mitigation Works” scenarios for the peak hour operating conditions of the internal intersections is shown in Table 6.5.

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Table 6.5: Internal Intersections Operating Conditions

Intersection Peak

Leg with Worst

Movement – Existing

Existing LOS

Leg with Worst

Movement – Master Plan

LOS with but without

Mitigation Works

Recommended Mitigation Works LOS with

Mitigation Works


AM East B East F Add an extra lane to the Manson Street

approach to separate right/ left turning vehicles. Assume Adderton Road widened to be two travel

lanes per direction post-development (at least at intersections).

Convert the intersection to signal control (circa 60 second cycle time).

B

PM East C East F B


AM North A South F

Convert the intersection to a priority-controlled roundabout with a single lane each direction.

C

PM North A South B A


AM North A North F

Convert the intersection to a priority-controlled roundabout with a single lane each direction.

C

PM North A North F B

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Intersection Peak

Leg with Worst

Movement – Existing

Existing LOS

Leg with Worst

Movement – Master Plan

LOS with but without

Mitigation Works

Recommended Mitigation Works LOS with

Mitigation Works


AM West B West C No mitigating works required, however convert the intersection to a priority-controlled roundabout with a single lane each direction, for consistency purposes. Existing priority control still assessed as part of intersection modelling.

C

PM West A West B A

Adderton Road/ New link road across

the railway line

AM n/a n/a East C

Although these two intersections of the new link road would operate satisfactorily during the peak period as priority intersections, the at-grade rail crossing and Adderton Road would need to be signalised, to avoid situations in which vehicles queue across the light rail tracks on the new link road.

Sturt Street intersection design needs to minimise the risk of queuing back across the rail tracks.

A

PM n/a n/a East C A

Sturt Street/ New link road across the

railway line

AM n/a n/a West A B

PM n/a n/a West A B

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6.3.3 External Intersections – Operating Conditions

Intersection analysis using SIDRA INTERSECTION was undertaken for the key intersections on the arterial road network likely to be used as access and/ or egress by the additional traffic generated by the Master Plan, to investigate potential impacts on their operation during the road network peak periods:

Pennant Hills Road/ Adderton Road Pennant Hills Road/ Coleman Avenue Pennant Hills Road/ Evans Road Kissing Point Road/ Sturt Street Kissing Point Road/ Adderton Road.

The existing peak-hour operating conditions at these intersections have been presented in Table 2.4, which indicated generally satisfactory overall intersection levels of service, with all five key external intersections operating at or below capacity during the peak periods.

Table 6.6 shows the operating conditions of the key external intersections with the additional traffic expected to be generated by the proposal, keeping existing intersection layouts and signal phasing arrangements. Summary findings are provided below.

Pennant Hills Road/ Adderton Road – The existing intersection layout and signal arrangements at this intersection is not able to accommodate the traffic generated by the Master Plan. Due to the existing through traffic conditions along Pennant Hills Road, traffic exiting Adderton Road will likely be impacted by additional traffic generated by the Master Plan, increasing delays. The south and east legs would operate beyond capacity during the AM and PM peak hours.

Pennant Hills Road/ Coleman Avenue – The additional peak period traffic generated by the Master Plan would not cause any major changes in operation at this intersection. Although traffic exiting the Master Plan area via Coleman Avenue is expected to experience slightly higher delays and longer queues, the overall intersection performance is expected to remain within satisfactory limits.

Pennant Hills Road/ Evans Road – The priority-control arrangement of this intersection is shown to be inefficient for the existing traffic, with LOS E on the south approach. It is not expected to accommodate the increase in traffic from the Master Plan, with the south leg condition deteriorating to LOS F in both AM and PM peaks.

Kissing Point Road/ Sturt Street – The traffic generated by the Master Plan is expected to cause minor increases in delay at this intersection, although the intersection is still expected to operate within satisfactory limits. A key movement detected from the modelling is the right-turn movement from Sturt Street onto Kissing Point Road. The additional traffic generated by the Master Plan is likely to cause this movement to operate above capacity during the PM peak period.

Kissing Point Road/ Adderton Road – The existing arrangement of this intersection is expected to accommodate additional traffic generated by the Master Plan, with slightly higher delays during the AM peak period. The levels of service with and without the Master Plan would remain at the same level during the PM peak period.

Full results of the intersection assessment for the scenario “with Master Plan without Mitigation Works” are presented in Appendix C.

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Table 6.6: Development Operating Conditions with Existing Arrangements – External Intersections


(DOS)

Average Delay (sec)



Pennant Hills Road (Cumberland Highway)/

Adderton Road

AM 0.99 61 693 E

PM 1.05 86 714 F


Coleman Avenue

AM 0.79 27 292 B

PM 0.78 18 306 B


Evans Road

AM 1.41 416 218 F

PM 1.28 304 155 F


AM 0.88 38 319 C

PM 0.96 29 253 C


AM 0.85 32 294 C

PM 0.83 21 273 B

6.3.4 External Intersections – Recommended Mitigating Measures and Intersection Works

The existing arrangements of the key external intersections will not be sufficient to accommodate the forecast growth envisaged by the Master Plan, mainly due to the existing traffic congestion along Pennant Hills Road and Kissing Point Road.

Table 6.7 outlines potential mitigation and intersection works on the existing layout and signal phasing arrangements to minimise any adverse effects on road safety and operational efficiency resulting from the Master Plan. It is noted that the external intersections are either out of the Master Plan area and/ or connect with a State road, under the administrative jurisdiction of Roads and Maritime.

This section outlines potential mitigation measures that do not require significant reconfiguration of existing intersection layouts, to assess whether such measures would be sufficient to address traffic impacts of the additional traffic generation. These measures include proposed signal optimisation and changes to linemarking. Where inadequate, other mitigation works will need to be investigated, which could involve reconfiguration of intersection layouts such as additional turning bays or traffic lanes. This will involve further more detailed discussions with Roads and Maritime.

It is also understood that Roads and Maritime is proposing to upgrade the Pennant Hills Road/ Evans Road/ Lloyds Avenue intersection into a signalised intersection at some point in the future, however no funding has yet been committed. For purposes of assessment, this upgrade has been included as part of the recommended mitigation measures. The potential upgrades would mitigate the traffic impacts of the Telopea Master Plan. The detailed design of upgrades will occur as part of future studies and in conjunction with Roads and Maritime.

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Table 6.7: Recommended Mitigation and Intersection Works – External Intersections

Intersection Recommended Mitigation Works

Pennant Hills Road (Cumberland Highway)/ Adderton Road

signal optimisation (retain 130 second cycle time) line marking for extra right turn movement on western leg (two right

turn movements from the west into Adderton Road) removal of kerbside parking on southern leg exit lane

Pennant Hills Road (Cumberland Highway)/ Coleman Avenue signal optimisation (retain 130 seconds’ cycle time)

Pennant Hills Road (Cumberland Highway)/ Evans Road/ Lloyds

Avenue construct a signalised intersection (using 130 second cycle time)

Kissing Point Road/ Sturt Street signal optimisation (retain 120 seconds’ cycle time)

Kissing Point Road/ Adderton Road signal optimisation (retain 120 seconds’ cycle time)

The future operation of the key external intersections including the mitigation and intersection works have been assessed using SIDRA INTERSECTION and a summary of the future operation shown in Table 6.8, with full results in Appendix B of this report.

Table 6.8: Post-Development Operating Conditions with Upgrades – External Intersections


(DOS)

Average Delay (sec)




Adderton Road

AM 0.95 46 584 D

PM 0.97 64 634 E


Coleman Avenue

AM 0.80 23 308 B

PM 0.80 15 321 B


Evans Road

AM 0.77 24 279 B

PM 0.79 23 280 B


AM 0.76 27 245 B

PM 0.78 25 208 B


AM 0.86 32 294 C

PM 0.83 21 273 B

Although there are intersections that are approaching capacity in 2036, the level of traffic generated by the Master Plan is not expected to result in any significant delays with the mitigation measures shown in Table 6.8.

It is noted that further detailed investigation and potential intersection works may be required at the Pennant Hills Road/ Adderton Road intersection to be able to accommodate appropriate future intersection operation. Intersection modelling suggests that an additional right turn lane on Pennant Hills Road and additional short left turn lane on Adderton Road are required at this location to maintain satisfactory intersection operation. These potential upgrades would require detailed discussions with Roads and Maritime. Discussions with Council indicate that traffic could potentially be encouraged through Robert Street/ Tintern Avenue to reduce pressure on the Pennant Hills Road/ Adderton Road intersection.

It is further noted that the Parramatta Light Rail project is likely to result in further local and regional traffic impacts, both because of station access and circulations, as well as other redevelopment activity. Given the scale of development and significant amount of

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development traffic (66 per cent) expected to use Kissing Point Road, intersection works at the connections to Sturt Street and Adderton Road may be required and is subject to further investigation.

A summary of the existing, “Master Plan without Mitigation Works” and “Master Plan with Mitigation Works” scenarios for the peak hour operating conditions of the key external intersections to the Master Plan area is shown in Table 6.9.

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Table 6.9: External Intersections Operating Conditions – Post Development – 15 years

Intersection Peak Existing LOS Leg with Worst Movement – Development Traffic

LOS with Development

Traffic with Mitigation Works


Adderton Road

AM E signal optimisation (retain 130 second cycle time) linemarking for extra right turn movement on

western leg (2 right turn movements from the west)

removal of kerbside parking on southern leg exit lane

D

PM F E


Coleman Avenue

AM B signal optimisation (retain 130 second cycle time)

B

PM B B


Evans Road

AM F convert to traffic signals (130 second cycle time)

B

PM F B


AM C signal optimisation (retain 120 second cycle time)

B

PM C B


AM C signal optimisation (retain 120 second cycle time)

C

PM B B

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6.4 Intersection Upgrades Delivery Plan For assessment purposes, future background growth along Pennant Hills Road (Cumberland Highway) and Kissing Point Road has not been considered in modelling future year scenarios and will be discussed with Transport for NSW at a later stage.

The Telopea Master Plan proposes to deliver between 3,500 to 4,500 new dwellings over a 20-year period. As a result, development traffic will gradually increase and intersection upgrades will be required at different stages throughout development. Without the provision of a development staging plan, the following assumptions have been made for assessment purpose:

high-density residential development at Polding Place and Moffatts Drive will be completed within five years

private and social/ affordable housing outside of the core will be progressively developed throughout the project an assumed rate of around 250 dwellings per year

development in the core area will commence after five years and be progressively developed throughout the remainder of the project

the light rail project and light rail crossing will be completed at the same time.

The impacts of the proposed development traffic have been assessed at the following stages:

development at five years development at 15 years.

6.4.1 Internal Intersections

The impacts of development traffic for the first five years and first fifteen years in relation to internal intersections8 have been assessed with full results in Table 6.1 and Table 6.13 respectively. For assessment purposes, it is assumed the Parramatta Light Rail project will be completed after the five-year mark and hence the light rail crossing will not be available in the first five years of development.

Table 6.10: Five Years - Operating Conditions – Internal Intersections (without mitigation measures)

Intersection Peak Worst Leg Degree of Saturation

(DOS)

Average Delay (sec)



with Development

0-5 Years


AM East 0.54 30 17 C

PM East 0.52 24 15 C


AM South 0.42 5 14 A

PM South 0.08 6 2 A


AM North 0.20 3 0 A

PM North 0.05 5 0 A


AM West 0.28 14 8 B

PM West 0.14 6 4 A

8 This staging is for traffic management upgrades only and not reflective of confirmed development staging.

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Table 6.11: 15 Years Operating Conditions – Internal Intersections (without mitigation measures)

Intersection Peak Worst Leg Degree of Saturation

(DOS)

Average Delay (sec)



with Development0-

15 Years

Adderton Road/

Manson Street

AM East 0.69 36 25 C

PM East 0.57 29 17 D


AM South 0.53 7 27 A

PM South 0.14 6 4 A


AM North 0.26 3 0 A

PM North 0.10 5 0 A

Evans Road/ Shortland

Street

AM West 0.30 14 9 B

PM West 0.15 6 4 A

Table 6.10 shows that all internal intersections are expected to operate satisfactorily in the first five years of development. As such, it is anticipated that mitigation works for intersections serving the area will not be required in the first five years of development on a traffic capacity basis. However, it is expected that some intersection upgrades would be implemented from a traffic management and/or safety perspective, depending on the overall development staging strategy.

Table 6.11 indicates minor increases in delay to the internal intersections, particularly Adderton Road and Manson Street. The internal intersections are expected to perform satisfactorily up to 15 years, although the proposed upgrades in Table 6.5 should commence to accommodate for additional traffic generation proposed as part of the development’s completion.

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6.4.2 External Intersections

The impacts of development traffic at five years and 15 years in relation to the external intersections have been assessed with full results in Table 6.12 and Table 6.13 respectively.

Table 6.12: 5 Years Operating Conditions – External Intersections (without mitigation measures)

Intersection Peak Leg Degree of Saturation (DOS) [1]

Average Delay (sec)



Pennant Hills Road

(Cumberland Highway)/ Adderton

Road

AM Overall 1.29 27 319 B

PM Overall 1.22 26 246 B

Pennant Hills Road

(Cumberland Highway)/ Coleman Avenue


PM Overall 0.70 14 234 A

Pennant Hills Road

(Cumberland Highway)/

Evans Road (unsignalised)

AM South 1.16 205 101 F

PM South 0.89 62 21 E

Kissing Point Road/ Sturt

Street


PM Overall 1.25 29 322 C

Kissing Point Road/

Adderton Road



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Table 6.13: 15 Years Operating Conditions – External Intersections (without mitigations measures)

Intersection Peak Leg Degree of Saturation (DOS) [1]

Average Delay (sec)




Highway)/ Adderton Road

AM Overall 1.33 29 321 C

PM Overall 2.56 76 325 F


Highway)/ Coleman Avenue


PM Overall 0.69 14 31 A


Highway)/ Evans Road

(unsignalised)

AM South 1.38 390 204 F

PM South 0.89 63 3 E



PM Overall 1.51 49 490 D


AM Overall 0.88 29 257 C


The Pennant Hills Road and Evans Road intersection would likely require the Roads and Maritime proposed signal conversion upgrade within the next five years. The existing priority-control arrangement will result in LOS F for the south approach and significant delays. The Pennant Hills Road and Coleman Avenue intersection was found to operate satisfactorily within five years, although the south approach operates at LOS F during the AM peak period.

The Pennant Hills Road and Adderton Road intersection would likely require the mitigation measures in Table 6.7 within 15 years, as it was found to operate at LOS F during the PM peak period. The right turn from Pennant Hills Road into Adderton Road is expected to experience significant delays with the existing intersection arrangements. Traffic exiting Adderton Road onto Pennant Hills Road is also expected to experience significant delays operating with LOS E during any peak period.

The Kissing Point Road and Sturt Street intersection was found to operate satisfactorily within 15 years, although the east leg was found to operate at LOS F in the PM peak due to the right turn movement from Kissing Point Road to Sturt Street. In addition to signal optimisation, future intersection works may also be required at this location given the scale of development proposed.

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Although the intersection of Kissing Point Road and Adderton Road was found to operate satisfactorily within 15 years, intersection works are likely required due to the scale of development and is subject to further investigation.

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7. Local Area Traffic Management

7.1 Overview Local Area Traffic Management (LATM) is concerned with the planning and management of road space usage on local and collector roads, which is primarily the responsibility of local government.

The primary aim of LATM is to change driver behaviour, both directly by physical influence on vehicle operation, and indirectly by influencing the driver’s perceptions of what is appropriate behaviour in that street. The objective of LATM is to reduce traffic volumes and speeds in local roads to increase liveability and improve safety and access for pedestrians and cyclists.

LATM involves the use of physical devices, streetscaping treatments and other measures (including regulations and other non-physical measures) to influence vehicle operation to create safer and more pleasant roads in local areas.

7.2 LATM Treatment Types An analysis of traffic volumes and speeds, together with input from the stakeholders generally informs the selection of the most suitable traffic control devices.

Two types of control devices are available - regulatory and geometric. Regulatory controls can be used as alternatives to or in addition to the geometric controls where necessary.

7.2.1 Geometric Controls

Geometric controls suitable to LATM schemes include:

road closures restriction/ channelisation T-Intersection priority thresholds, both at entries and mid-block locations staggered T-intersection carriageway narrowing slow points road Humps kerb Extensions wombat Crossings roundabouts medians pedestrian crossings, refuges/ mid-block islands.

7

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7.2.2 Regulatory Controls

Regulatory signs (Type R for example ‘Stop’ signs) are used to regulate the movement of traffic by indicating where or when a legal requirement applies. Failure to comply with regulatory signs constitutes a traffic offence.

Signage as well as linemarking can be used to regulate traffic movements and/ or calm traffic. It may discourage speeding, prevent vehicle conflicts, and prevent through traffic from short-cutting along a street. The primary aims of signs and linemarking are to aid in the safe and orderly movement of traffic.

7.2.3 Summary of LATM Devices

Table 7.1 provides a summary of typical LATM devices, which has been reproduced from Austroads Guide to Traffic Management Part 8, (2008). The guideline provides a clear indication of the type of treatments available, which issues they best address, and the advantages and disadvantages of each treatment.

Table 7.1: Use of LATM Devices

Measure Reduce Speeds

Reduce Traffic

Volumes

Reduce Crash Risks

Increase Pedestrian

Safety

Increase Bicycle Safety

Vertical Deflection

Devices

Watt Profile Road Humps - - Road Cushions -

Flat Top Road Humps -

Wombat Crossings

Raised Pavements

Horizontal Deflection

Devices

Lane Narrowing/ Kerb Extension

- - -

Slow Points - - - Centre Blister Islands - -

Driveway Links -

Mid-Block Median Treatments

-

Diversion Devices

Full Road Closure -

Half Road Closure -

Diagonal Road Closure -

Modified ‘T’ Intersection

Left-In/ Left-Out Islands - -

Other treatments

Marked Pedestrian Crossings - -

Threshold Treatments -

Tactile Surface Treatments

- - - -

Bicycle Facilities - - -

Source: Reproduced from Austroads – Guide to Traffic Management Part 8: Local Area Traffic Management

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7.3 Application of LATM to Telopea The key objective for the Telopea study area is to achieve a network that will allow better connectivity for both internal traffic movement and the broader road network. In doing so, appropriate traffic calming measures are required to reduce average travel speeds on collector road routes, such that there is no significant competitive advantage to avoiding major roads. On these collector roads, it is recommended that a combination of the following is provided:

roundabouts with appropriate channelisation at key intersections (or other treatment such as stop signs, with appropriate LATM considerations).

kerb extensions at regular intervals (between two and six parking bays) to visually narrow the carriageway

vertical or horizontal deflection at 80-120 metre intervals.

LATM devices should seek to incorporate and/or integrate with pedestrian facilities wherever possible to improve road user safety outcomes.

on local roads, it is recommended that a combination of the following is provided:

entry treatments, including kerb extensions, at intersections with collector roads (as appropriate).

One-lane slow points at appropriate mid-block locations on longer streets.

The carriageway widths on roads within Telopea are variable and do not necessarily match the future hierarchy. In addition to the above treatments, it is recommended that edge lines are marked on all collector roads to visually narrow the carriageway to 6-7 metres wide and provide a level of uniformity with respect to travel lane widths. This will also better delineate available on-street parking.

7.4 Pedestrian Safety The addition of roundabouts at key intersections within the core area would create a slow-speed environment and the incorporation of refuge islands in to roundabout design would be able to accommodate localised pedestrian movements.

The addition of localised pedestrian management schemes would be considered during the detailed design stage in-line with the LATM design which would ensure safe pedestrian desire lines.

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8. Conclusion

Based on the analysis and discussion presented within this report, the following conclusions are made:

i Telopea in its end state proposes to provide between 3,500 to 4,500 additional residential dwellings, 7,000 square metres of retail space (including a supermarket) and 3,000 square metres of new community space.

ii An Expert Panel Review assessed the draft Telopea Master Plan and provided commentary and recommendations which have been addressed in the finalisation of the Telopea Master Plan.

iii The existing operation of key internal and external intersections were assessed based on 2016 traffic counts. The key internal intersections were found to operate satisfactorily with minimal delays, whilst the key external intersections were found to operate with acceptable delays except for the Pennant Hills Road and Evans Road intersection which currently operates above capacity.

iv A midblock capacity assessment for key roads within the study area indicated some roads exceeded the Roads and Maritime environmental capacity, namely Evans Road, Sturt Street and Adderton Road. The proportion of heavy vehicles on Marshall Road also exceeds environmental capacity.

v The planned road hierarchy structure provides a fine-grained network which would manage the impacts of the eventual traffic uplift and limit the existing high through-traffic volumes to desired roads. New vehicle, pedestrian and cycling connections would increase site permeability and remove existing key movement barriers.

vi Off-street recommended parking rates would create a balance for parking provisions in light of the future Parramatta Light Rail and light rail stop to encourage the use of public transportation.

vii On-street parking restrictions based on carriageway widths and including time restrictions for remaining parking should be introduced to avoid insufficient carriageway widths for two-way traffic on high-density roads and discourage all-day on-street parking.

viii The Parramatta Light Rail would significantly benefit the local area through the provision of frequent services with direct links to key destinations. The Telopea light rail precinct will be a key transportation node servicing the local area and potentially attract more public transportation users through the addition of more facilities.

ix The site is expected to generate approximately 1,689 and 1,811 additional trips during the AM and PM peaks respectively.

x To manage the development traffic impacts on both internal and external intersections, mitigating measures would be required.

xi All internal intersections are expected to operate satisfactorily within the first 15 years of development, although the proposed intersection upgrades should form part of the local area traffic management strategy, which should be prepared as part of the detailed design to manage traffic movement and speeds.

xii The external intersections assessed would likely require intersection upgrades within 15 years, particularly the Pennant Hills Road and Evans Road intersection, noting that changes to local traffic patterns as a result of the Parramatta Light Rail would require further assessment.

xiii The Pennant Hills Road (Cumberland Highway) and Adderton Road intersection would be nearing capacity in the PM peak in 15 years with mitigation measures, future monitoring of this intersection would be required.

8

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Survey Results

Appendix A

Intersection of Adderton Road and Manson Street

Survey Start 7:00 AM 16:00 PM

Intersection Type T Junction

Intersection No. 1

North Approach Adderton Road

East Approach Manson Street

South Approach Adderton Road

West Approach

Date

Classification Light Heavy Cyc

Camera Position

Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ

7:00 - 7:15 154 2 0 156 34 0 0 34 6 0 0 6 4 0 0 4 12 1 0 13 63 2 0 65 273 5 0 278

7:15 - 7:30 159 1 1 161 44 0 0 44 8 0 0 8 3 0 0 3 9 0 0 9 79 2 1 82 302 3 2 307

7:30 - 7:45 163 1 0 164 9 1 0 10 10 0 0 10 37 2 0 39 19 1 0 20 74 2 0 76 312 7 0 319

7:45 - 8:00 175 0 0 175 42 0 0 42 10 0 0 10 15 0 0 15 25 0 0 25 73 2 0 75 340 2 0 342

8:00 8:15 153 4 0 157 46 0 0 46 7 1 0 8 9 0 0 9 28 2 0 30 95 0 0 95 338 7 0 345

8:15 8:30 183 3 0 186 50 0 0 50 11 0 0 11 15 0 0 15 22 1 0 23 115 0 0 115 396 4 0 400

8:30 8:45 211 3 0 214 80 1 0 81 4 0 0 4 25 0 0 25 26 0 0 26 92 1 0 93 438 5 0 443

8:45 9:00 174 3 0 177 55 1 0 56 22 1 0 23 11 1 0 12 23 1 0 24 87 0 0 87 372 7 0 379

1372 17 1 1390 360 3 0 363 78 2 0 80 119 3 0 122 164 6 0 170 678 9 1 688 2771 40 2 2813


16:00 - 16:15 89 2 0 91 11 0 0 11 28 0 0 28 2 0 0 2 5 0 0 5 190 0 0 190 325 2 0 327

16:15 - 16:30 70 0 0 70 8 0 0 8 19 0 0 19 6 1 0 7 4 0 0 4 156 1 0 157 263 2 0 265

16:30 - 16:45 69 2 0 71 17 0 0 17 17 0 0 17 9 0 0 9 4 0 0 4 165 0 0 165 281 2 0 283

16:45 - 17:00 66 2 0 68 7 0 0 7 29 1 0 30 5 0 0 5 5 1 0 6 162 1 0 163 274 5 0 279

17:00 - 17:15 76 0 0 76 8 0 0 8 30 0 0 30 11 0 0 11 7 0 0 7 188 0 0 188 320 0 0 320

17:15 - 17:30 77 1 0 78 12 0 0 12 23 0 0 23 6 0 0 6 9 0 0 9 216 1 0 217 343 2 0 345

17:30 - 17:45 77 0 0 77 17 0 0 17 22 0 0 22 8 0 0 8 7 0 0 7 208 1 0 209 339 1 0 340

17:45 - 18:00 91 2 0 93 7 0 0 7 22 0 0 22 6 0 0 6 10 0 0 10 176 0 0 176 312 2 0 314

615 9 0 624 87 0 0 87 190 1 0 191 53 1 0 54 51 1 0 52 1461 4 0 1465 2457 16 0 2473

HOURLY FLOW


7:00 - 8:00 651 4 1 656 129 1 0 130 34 0 0 34 59 2 0 61 65 2 0 67 289 8 1 298 1227 17 2 12467:15 - 8:15 650 6 1 657 141 1 0 142 35 1 0 36 64 2 0 66 81 3 0 84 321 6 1 328 1292 19 2 13137:30 - 8:30 674 8 0 682 147 1 0 148 38 1 0 39 76 2 0 78 94 4 0 98 357 4 0 361 1386 20 0 14067:45 - 8:45 722 10 0 732 218 1 0 219 32 1 0 33 64 0 0 64 101 3 0 104 375 3 0 378 1512 18 0 15308:00 - 9:00 721 13 0 734 231 2 0 233 44 2 0 46 60 1 0 61 99 4 0 103 389 1 0 390 1544 23 0 1567 Peak


16:00 - 17:00 294 6 0 300 43 0 0 43 93 1 0 94 22 1 0 23 18 1 0 19 673 2 0 675 1143 11 0 115416:15 - 17:15 281 4 0 285 40 0 0 40 95 1 0 96 31 1 0 32 20 1 0 21 671 2 0 673 1138 9 0 114716:30 - 17:30 288 5 0 293 44 0 0 44 99 1 0 100 31 0 0 31 25 1 0 26 731 2 0 733 1218 9 0 122716:45 - 17:45 296 3 0 299 44 0 0 44 104 1 0 105 30 0 0 30 28 1 0 29 774 3 0 777 1276 8 0 128417:00 - 18:00 321 3 0 324 44 0 0 44 97 0 0 97 31 0 0 31 33 0 0 33 788 2 0 790 1314 5 0 1319 Peak

GRAND TOTALTIME PERIOD

VEHICLE MOVEMENT

2 3 4 6 7 8

GRAND TOTAL

Σ

TIME PERIOD

VEHICLE MOVEMENT

2 3 4 6 7 8 GRAND TOTAL

TIME PERIOD

VEHICLE MOVEMENT

2 3 4 6

Σ

TIME PERIOD

VEHICLE MOVEMENT

2 3 4 6 7 8

7 8

15/03/16

Adderton Road

Manson S

treet

GRAND TOTAL

Adderton Road

Tuesday, 15 March 2016

Austraffic

3

4

6

78

2N

Austraffic (NSW) - 41/7 Sefton Road, Thornleigh, NSW 2120 - Ph: (02) 9484 8808- Fax: (02) 9484 0085

Intersection of Sturt Street and Manson Street


Intersection Type Cross Junction

Intersection No. 2

North Approach Access

East Approach Sturt Street

South Approach Manson Street

West Approach Sturt Street

Date


Camera Position

Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ Light Heavy Cyc Σ

7:00 - 7:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 4 6 0 0 6 18 0 0 18 0 0 0 0 5 0 0 5 3 0 0 3 3 1 0 4 0 0 0 0 37 3 0 40

7:15 - 7:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 7 0 0 7 35 0 0 35 0 0 0 0 4 0 0 4 1 0 0 1 3 1 0 4 0 0 0 0 53 1 0 54

7:30 - 7:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 6 7 1 0 8 57 2 0 59 1 0 0 1 6 0 0 6 2 0 0 2 9 2 0 11 0 0 0 0 87 6 0 93

7:45 - 8:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 4 15 1 0 16 72 1 0 73 0 0 0 0 5 0 0 5 4 0 0 4 7 1 0 8 0 0 0 0 106 4 0 110

8:00 8:15 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 6 2 0 8 10 1 0 11 71 3 0 74 1 0 0 1 6 0 0 6 4 0 0 4 2 1 0 3 0 0 0 0 101 7 0 108

8:15 8:30 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 3 1 0 4 11 0 0 11 71 1 0 72 0 0 0 0 4 0 0 4 7 0 0 7 9 2 0 11 0 0 0 0 106 4 0 110

8:30 8:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 4 28 0 0 28 104 1 0 105 1 0 0 1 9 0 0 9 7 0 0 7 6 0 0 6 1 0 0 1 159 2 0 161

8:45 9:00 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 4 1 0 5 28 2 0 30 87 1 0 88 1 0 0 1 13 1 0 14 3 0 0 3 3 2 0 5 1 0 0 1 142 7 0 149

0 0 0 0 0 0 0 0 3 0 0 3 1 0 0 1 29 9 0 38 112 5 0 117 515 9 0 524 4 0 0 4 52 1 0 53 31 0 0 31 42 10 0 52 2 0 0 2 791 34 0 825


16:00 - 16:15 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 1 4 3 0 7 34 0 0 34 13 0 0 13 1 0 0 1 5 0 0 5 2 0 0 2 4 0 0 4 0 0 0 0 65 3 0 68

16:15 - 16:30 0 0 0 0 1 0 0 1 1 0 0 1 0 0 0 0 11 1 0 12 26 1 0 27 4 0 0 4 0 0 0 0 6 0 0 6 2 0 0 2 8 2 0 10 0 0 0 0 59 4 0 63

16:30 - 16:45 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 7 2 0 9 27 0 0 27 13 0 0 13 0 0 0 0 7 0 0 7 5 0 0 5 7 0 0 7 0 0 0 0 69 2 0 71

16:45 - 17:00 0 0 0 0 1 0 0 1 0 0 0 0 4 0 0 4 3 2 0 5 33 0 0 33 11 1 0 12 0 0 0 0 6 0 0 6 7 1 0 8 3 0 0 3 0 0 0 0 68 4 0 72

17:00 - 17:15 1 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 5 0 0 5 35 0 0 35 8 0 0 8 0 0 0 0 5 0 0 5 3 0 0 3 6 3 0 9 0 0 0 0 64 3 0 67

17:15 - 17:30 0 0 0 0 0 0 0 0 1 0 0 1 2 0 0 2 7 2 0 9 29 0 0 29 15 0 0 15 0 0 0 0 6 0 0 6 2 0 0 2 6 0 0 6 0 0 0 0 68 2 0 70

17:30 - 17:45 1 0 0 1 1 0 0 1 2 0 0 2 1 0 0 1 8 1 0 9 31 0 0 31 18 0 0 18 0 0 0 0 6 0 0 6 4 0 0 4 4 2 0 6 0 0 0 0 76 3 0 79

17:45 - 18:00 0 0 0 0 2 0 0 2 2 0 0 2 0 0 0 0 9 2 0 11 24 0 0 24 8 0 0 8 0 0 0 0 6 0 0 6 4 0 0 4 2 0 0 2 0 0 0 0 57 2 0 59

2 0 0 2 5 0 0 5 8 0 0 8 11 0 0 11 54 13 0 67 239 1 0 240 90 1 0 91 1 0 0 1 47 0 0 47 29 1 0 30 40 7 0 47 0 0 0 0 526 23 0 549

HOURLY FLOW


7:00 - 8:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 4 0 17 35 2 0 37 182 3 0 185 1 0 0 1 20 0 0 20 10 0 0 10 22 5 0 27 0 0 0 0 283 14 0 2977:15 - 8:15 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 17 4 0 21 39 3 0 42 235 6 0 241 2 0 0 2 21 0 0 21 11 0 0 11 21 5 0 26 0 0 0 0 347 18 0 3657:30 - 8:30 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 1 17 5 0 22 43 3 0 46 271 7 0 278 2 0 0 2 21 0 0 21 17 0 0 17 27 6 0 33 0 0 0 0 400 21 0 4217:45 - 8:45 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 1 15 5 0 20 64 2 0 66 318 6 0 324 2 0 0 2 24 0 0 24 22 0 0 22 24 4 0 28 1 0 0 1 472 17 0 4898:00 - 9:00 0 0 0 0 0 0 0 0 3 0 0 3 1 0 0 1 16 5 0 21 77 3 0 80 333 6 0 339 3 0 0 3 32 1 0 33 21 0 0 21 20 5 0 25 2 0 0 2 508 20 0 528 Peak


16:00 - 17:00 0 0 0 0 2 0 0 2 2 0 0 2 8 0 0 8 25 8 0 33 120 1 0 121 41 1 0 42 1 0 0 1 24 0 0 24 16 1 0 17 22 2 0 24 0 0 0 0 261 13 0 27416:15 - 17:15 1 0 0 1 2 0 0 2 2 0 0 2 7 0 0 7 26 5 0 31 121 1 0 122 36 1 0 37 0 0 0 0 24 0 0 24 17 1 0 18 24 5 0 29 0 0 0 0 260 13 0 27316:30 - 17:30 1 0 0 1 1 0 0 1 2 0 0 2 9 0 0 9 22 6 0 28 124 0 0 124 47 1 0 48 0 0 0 0 24 0 0 24 17 1 0 18 22 3 0 25 0 0 0 0 269 11 0 28016:45 - 17:45 2 0 0 2 2 0 0 2 4 0 0 4 7 0 0 7 23 5 0 28 128 0 0 128 52 1 0 53 0 0 0 0 23 0 0 23 16 1 0 17 19 5 0 24 0 0 0 0 276 12 0 288 Peak17:00 - 18:00 2 0 0 2 3 0 0 3 6 0 0 6 3 0 0 3 29 5 0 34 119 0 0 119 49 0 0 49 0 0 0 0 23 0 0 23 13 0 0 13 18 5 0 23 0 0 0 0 265 10 0 275

12 GRAND TOTAL6 7 8 9 10 11

12

12 GRAND TOTAL

TIME PERIOD

VEHICLE MOVEMENT VEHICLE MOVEMENT

1 2 3 4 5

6 7 8 9 10

Σ

TIME PERIOD


1 2 3 4 5 11

Σ

TIME PERIOD


1 2 3 4 5 6 GRAND TOTAL7 8 9 10 11



1 2 3 4 5 6 7 8 9 10 11 12

15/03/16

Manson Street

Stu

rt S

treet S

turt S

treet

Access


Austraffic

1 3

4

6

9 7

8

5

12

10

2

11

N


Intersection of Sturt Street and Evans Road



Intersection No. 3

North Approach Evans Road

East Approach Sturt Street

South Approach

West Approach Sturt Street

Date

Classification Light Heavy Bus

Camera Position

Light Heavy Bus Σ Light Heavy Bus Σ Light Heavy Bus Σ Light Heavy Bus Σ Light Heavy Bus Σ Light Heavy Bus Σ Light Heavy Bus Σ

7:00 - 7:15 6 2 0 8 50 1 0 51 38 2 0 40 15 3 0 18 7 2 0 9 13 0 0 13 129 10 0 139

7:15 - 7:30 9 0 0 9 68 4 0 72 47 3 0 50 15 1 0 16 14 1 0 15 22 0 0 22 175 9 0 184

7:30 - 7:45 6 0 0 6 67 2 0 69 74 4 0 78 18 3 0 21 19 2 0 21 46 1 0 47 230 12 0 242

7:45 - 8:00 9 0 0 9 77 2 0 79 63 1 0 64 15 2 0 17 20 2 0 22 57 0 0 57 241 7 0 248

8:00 8:15 13 0 0 13 79 2 0 81 64 1 0 65 14 2 0 16 16 3 0 19 57 1 0 58 243 9 0 252

8:15 8:30 14 0 0 14 98 6 0 104 96 2 0 98 13 1 0 14 24 2 0 26 53 0 0 53 298 11 0 309

8:30 8:45 14 0 0 14 92 1 0 93 112 0 0 112 28 2 0 30 30 0 0 30 74 1 0 75 350 4 0 354

8:45 9:00 24 1 0 25 78 2 0 80 97 2 0 99 30 4 0 34 14 3 0 17 63 0 0 63 306 12 0 318

95 3 0 98 609 20 0 629 591 15 0 606 148 18 0 166 144 15 0 159 385 3 0 388 1972 74 0 2046


16:00 - 16:15 20 0 0 20 33 1 0 34 30 1 0 31 36 6 0 42 7 0 0 7 4 0 0 4 130 8 0 138

16:15 - 16:30 21 0 0 21 60 0 0 60 35 0 0 35 40 1 0 41 9 2 0 11 1 0 0 1 166 3 0 169

16:30 - 16:45 19 1 0 20 36 1 0 37 42 0 0 42 40 1 0 41 10 0 0 10 4 0 0 4 151 3 0 154

16:45 - 17:00 13 0 0 13 39 0 0 39 47 1 0 48 32 2 0 34 9 0 0 9 4 1 0 5 144 4 0 148

17:00 - 17:15 13 0 0 13 40 0 0 40 34 0 0 34 38 0 0 38 11 3 0 14 3 0 0 3 139 3 0 142

17:15 - 17:30 16 0 0 16 49 1 0 50 51 1 0 52 42 3 0 45 4 0 0 4 8 0 0 8 170 5 0 175

17:30 - 17:45 20 0 0 20 37 1 0 38 52 1 0 53 35 1 0 36 13 3 0 16 9 0 0 9 166 6 0 172

17:45 - 18:00 15 0 0 15 37 1 0 38 44 0 0 44 35 3 0 38 11 0 0 11 6 0 0 6 148 4 0 152

137 1 0 138 331 5 0 336 335 4 0 339 298 17 0 315 74 8 0 82 39 1 0 40 1214 36 0 1250

HOURLY FLOW


7:00 - 8:00 30 2 0 32 262 9 0 271 222 10 0 232 63 9 0 72 60 7 0 67 138 1 0 139 775 38 0 8137:15 - 8:15 37 0 0 37 291 10 0 301 248 9 0 257 62 8 0 70 69 8 0 77 182 2 0 184 889 37 0 9267:30 - 8:30 42 0 0 42 321 12 0 333 297 8 0 305 60 8 0 68 79 9 0 88 213 2 0 215 1012 39 0 10517:45 - 8:45 50 0 0 50 346 11 0 357 335 4 0 339 70 7 0 77 90 7 0 97 241 2 0 243 1132 31 0 11638:00 - 9:00 65 1 0 66 347 11 0 358 369 5 0 374 85 9 0 94 84 8 0 92 247 2 0 249 1197 36 0 1233 Peak


16:00 - 17:00 73 1 0 74 168 2 0 170 154 2 0 156 148 10 0 158 35 2 0 37 13 1 0 14 591 18 0 60916:15 - 17:15 66 1 0 67 175 1 0 176 158 1 0 159 150 4 0 154 39 5 0 44 12 1 0 13 600 13 0 61316:30 - 17:30 61 1 0 62 164 2 0 166 174 2 0 176 152 6 0 158 34 3 0 37 19 1 0 20 604 15 0 61916:45 - 17:45 62 0 0 62 165 2 0 167 184 3 0 187 147 6 0 153 37 6 0 43 24 1 0 25 619 18 0 63717:00 - 18:00 64 0 0 64 163 3 0 166 181 2 0 183 150 7 0 157 39 6 0 45 26 0 0 26 623 18 0 641 Peak


VEHICLE MOVEMENT

1 3 4 5 11 12

GRAND TOTAL

Σ

TIME PERIOD

VEHICLE MOVEMENT


Σ

TIME PERIOD

VEHICLE MOVEMENT

1 3 4 5 11 12

TIME PERIOD

VEHICLE MOVEMENT


Stu

rt S

treet S

turt S

treet

15/03/16

Evans Road


Austraffic

1 3

4

5

12

11

N


Intersection of Shortland Street and Evans Road



Intersection No. 4

North Approach Evans Road

East Approach

South Approach Evans Road

West Approach Shortland Street

Date


Camera Position


7:00 - 7:15 4 0 0 4 41 1 0 42 49 2 0 51 2 0 0 2 13 1 0 14 7 1 0 8 116 5 0 121

7:15 - 7:30 4 2 0 6 49 2 0 51 68 3 0 71 3 0 0 3 16 1 0 17 11 2 0 13 151 10 0 161

7:30 - 7:45 4 2 0 6 53 1 0 54 115 2 0 117 5 2 0 7 13 1 0 14 10 4 0 14 200 12 0 212

7:45 - 8:00 2 3 0 5 71 1 0 72 114 0 0 114 4 1 0 5 14 1 0 15 9 2 0 11 214 8 0 222

8:00 8:15 1 1 0 2 73 1 0 74 116 2 0 118 3 0 0 3 10 1 0 11 8 3 0 11 211 8 0 219

8:15 8:30 7 2 0 9 84 5 0 89 142 1 0 143 4 1 0 5 15 1 0 16 13 1 0 14 265 11 0 276

8:30 8:45 5 1 0 6 81 0 0 81 178 1 0 179 3 0 0 3 19 1 0 20 20 1 0 21 306 4 0 310

8:45 9:00 5 2 0 7 68 1 0 69 152 0 0 152 5 1 0 6 16 2 0 18 17 4 0 21 263 10 0 273

32 13 0 45 520 12 0 532 934 11 0 945 29 5 0 34 116 9 0 125 95 18 0 113 1726 68 0 1794


16:00 - 16:15 5 0 0 5 30 0 0 30 28 1 0 29 4 0 0 4 22 1 0 23 14 4 0 18 103 6 0 109

16:15 - 16:30 3 3 0 6 55 0 0 55 20 0 0 20 9 0 0 9 19 0 0 19 10 2 0 12 116 5 0 121

16:30 - 16:45 6 1 0 7 36 2 0 38 23 0 0 23 7 0 0 7 20 0 0 20 17 3 0 20 109 6 0 115

16:45 - 17:00 7 0 0 7 32 0 0 32 39 1 0 40 8 0 0 8 14 0 0 14 13 1 0 14 113 2 0 115

17:00 - 17:15 3 4 0 7 28 0 0 28 28 0 0 28 4 0 0 4 19 0 0 19 9 2 0 11 91 6 0 97

17:15 - 17:30 3 0 0 3 45 1 0 46 34 0 0 34 13 0 0 13 17 0 0 17 9 1 0 10 121 2 0 123

17:30 - 17:45 5 2 0 7 37 1 0 38 51 0 0 51 6 0 0 6 25 0 0 25 18 3 0 21 142 6 0 148

17:45 - 18:00 3 0 0 3 33 1 0 34 36 0 0 36 4 0 0 4 17 0 0 17 16 2 0 18 109 3 0 112

35 10 0 45 296 5 0 301 259 2 0 261 55 0 0 55 153 1 0 154 106 18 0 124 904 36 0 940

HOURLY FLOW


7:00 - 8:00 14 7 0 21 214 5 0 219 346 7 0 353 14 3 0 17 56 4 0 60 37 9 0 46 681 35 0 7167:15 - 8:15 11 8 0 19 246 5 0 251 413 7 0 420 15 3 0 18 53 4 0 57 38 11 0 49 776 38 0 8147:30 - 8:30 14 8 0 22 281 8 0 289 487 5 0 492 16 4 0 20 52 4 0 56 40 10 0 50 890 39 0 9297:45 - 8:45 15 7 0 22 309 7 0 316 550 4 0 554 14 2 0 16 58 4 0 62 50 7 0 57 996 31 0 10278:00 - 9:00 18 6 0 24 306 7 0 313 588 4 0 592 15 2 0 17 60 5 0 65 58 9 0 67 1045 33 0 1078 Peak


16:00 - 17:00 21 4 0 25 153 2 0 155 110 2 0 112 28 0 0 28 75 1 0 76 54 10 0 64 441 19 0 46016:15 - 17:15 19 8 0 27 151 2 0 153 110 1 0 111 28 0 0 28 72 0 0 72 49 8 0 57 429 19 0 44816:30 - 17:30 19 5 0 24 141 3 0 144 124 1 0 125 32 0 0 32 70 0 0 70 48 7 0 55 434 16 0 45016:45 - 17:45 18 6 0 24 142 2 0 144 152 1 0 153 31 0 0 31 75 0 0 75 49 7 0 56 467 16 0 483 Peak17:00 - 18:00 14 6 0 20 143 3 0 146 149 0 0 149 27 0 0 27 78 0 0 78 52 8 0 60 463 17 0 480

TIME PERIOD

VEHICLE MOVEMENT


Σ

TIME PERIOD

VEHICLE MOVEMENT


Σ

TIME PERIOD

VEHICLE MOVEMENT


TIME PERIOD

VEHICLE MOVEMENT


15/03/16

Evans Road

Short

land S

treet

Evans Road


Austraffic

N1

9 8

12

10

2


Job No. : N2467

Client : GTA G D

Suburb : Telopea

Location : 1. Pennant Hills Rd / Adderton Rd

Day/Date : Thu, 23rd June 2016

Weather : Fine H C

Description : Classified Intersection Count A B

: 15 mins Data

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7:00 to 7:15 0 0 0 0 65 3 0 68 0 0 0 0 89 2 0 91 282 15 0 297 0 0 0 0

7:15 to 7:30 3 0 0 3 79 2 0 81 0 0 0 0 99 1 0 100 349 16 0 365 0 0 0 0

7:30 to 7:45 2 0 0 2 62 3 0 65 0 0 0 0 101 1 0 102 360 18 0 378 0 0 0 0

7:45 to 8:00 4 0 0 4 88 2 0 90 0 0 0 0 94 0 0 94 363 20 0 383 0 0 0 0

8:00 to 8:15 6 2 0 8 72 0 0 72 0 0 0 0 116 0 0 116 383 19 0 402 0 0 0 0

8:15 to 8:30 3 0 0 3 94 1 0 95 0 0 0 0 125 1 0 126 327 16 0 343 0 0 0 0

8:30 to 8:45 3 1 0 4 70 1 0 71 0 0 0 0 104 2 0 106 292 16 0 308 0 0 0 0

8:45 to 9:00 1 0 0 1 58 2 0 60 0 0 0 0 116 1 0 117 284 22 0 306 0 0 0 0

22 3 0 25 588 14 0 602 0 0 0 0 844 8 0 852 2,640 142 0 2,782 0 0 0 0

16:00 to 16:15 10 0 0 10 118 0 0 118 0 0 0 0 67 1 0 68 330 14 0 344 0 0 0 0

16:15 to 16:30 5 0 0 5 121 0 0 121 0 0 0 0 54 2 0 56 336 26 0 362 0 0 0 0

16:30 to 16:45 4 0 0 4 125 2 0 127 0 0 0 0 57 1 0 58 323 18 0 341 0 0 0 0

16:45 to 17:00 3 0 0 3 123 1 0 124 0 0 0 0 56 1 0 57 325 24 1 350 0 0 0 0

17:00 to 17:15 8 0 0 8 108 0 0 108 0 0 0 0 61 0 0 61 335 17 0 352 0 0 0 0

17:15 to 17:30 5 0 0 5 165 0 0 165 0 0 0 0 56 0 0 56 297 16 0 313 0 0 0 0

17:30 to 17:45 3 0 0 3 130 0 0 130 0 0 0 0 75 0 0 75 312 11 0 323 0 0 0 0

17:45 to 18:00 4 0 0 4 118 0 0 118 0 0 0 0 59 1 0 60 332 14 0 346 0 0 0 0

42 0 0 42 1,008 3 0 1,011 0 0 0 0 485 6 0 491 2,590 140 1 2,731 0 0 0 0Li

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A B C D G H To

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7:00 to 7:15 318 38 1 357 15 1 0 16 0 0 0 0 1 2 0 0 0 0 3

7:15 to 7:30 330 26 0 356 17 0 0 17 0 0 0 0 0 0 0 0 0 0 0

7:30 to 7:45 287 29 0 316 16 0 0 16 0 0 0 0 0 0 0 0 5 0 5

7:45 to 8:00 272 23 0 295 10 0 0 10 0 0 0 0 0 0 0 0 5 0 5

8:00 to 8:15 245 30 0 275 23 0 0 23 0 0 0 0 1 0 0 0 2 1 4

8:15 to 8:30 246 21 0 267 28 0 0 28 0 0 0 0 1 0 0 0 3 0 4

8:30 to 8:45 262 32 0 294 21 0 0 21 0 0 0 0 0 1 0 0 9 1 11

8:45 to 9:00 232 23 0 255 51 0 0 51 0 0 0 0 2 0 0 0 9 1 12

2,192 222 1 2,415 181 1 0 182 0 0 0 0 5 3 0 0 33 3 44

16:00 to 16:15 290 16 0 306 22 0 0 22 0 0 0 0 2 1 0 0 2 10 15

16:15 to 16:30 306 12 0 318 7 0 0 7 0 0 0 0 1 0 0 0 1 8 10

16:30 to 16:45 311 8 0 319 8 0 0 8 0 0 0 0 3 1 0 0 1 1 6

16:45 to 17:00 314 19 0 333 13 1 0 14 0 0 0 0 2 0 0 0 0 0 2

17:00 to 17:15 357 5 0 362 13 0 0 13 0 0 0 0 4 1 0 0 1 5 11

17:15 to 17:30 304 8 0 312 14 0 0 14 0 0 0 0 2 1 0 0 0 2 5

17:30 to 17:45 350 16 0 366 11 0 0 11 0 0 0 0 2 0 0 0 1 0 3

17:45 to 18:00 292 12 0 304 12 0 0 12 0 0 0 0 0 0 0 0 1 1 2

2,524 96 0 2,620 100 1 0 101 0 0 0 0 16 4 0 0 7 27 54

Adderton Rd

Pe

nn

an

t H

ills

Rd

Pennant Hills Rd

Pennant Hills Rd

Direction 1

(Left Turn)

Direction 6U

(U Turn)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Pe

nn

an

t H

ills

Rd

Lights Heavies

Class 1 Class 2 Class 3

Adderton Rd

Classifications Cyclists

AM Totals

PM Totals

Approach

Direction

Time Period

Approach

Direction

Time Period

AM Totals

PM Totals

Crossing

PedestriansDirection 12

(Right Turn)

Direction 12U

(U Turn)

Direction 11

(Through)

11 1

2 1

2U

4

5

6

U

1 3 3U

N

Job No. : N2467 F E

Client : GTA G D

Suburb : Telopea

Location : 2. Pennant Hills Rd / Coleman Ave


Weather : Fine H C


: 15 mins Data

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7:00 to 7:15 7 0 0 7 0 0 0 0 23 0 0 23 0 0 0 0 4 0 0 4 307 18 0 325 4 0 0 4 0 0 0 0

7:15 to 7:30 9 0 0 9 8 0 0 8 27 1 0 28 0 0 0 0 4 1 0 5 340 15 0 355 3 0 0 3 0 0 0 0

7:30 to 7:45 18 0 0 18 2 0 0 2 26 0 0 26 0 0 0 0 3 0 0 3 358 19 0 377 7 0 0 7 0 0 0 0

7:45 to 8:00 8 0 0 8 4 0 0 4 29 0 0 29 0 0 0 0 8 1 0 9 362 18 0 380 7 0 0 7 0 0 0 0

8:00 to 8:15 14 2 0 16 1 0 0 1 27 0 0 27 0 0 0 0 5 1 0 6 365 15 0 380 14 0 0 14 0 0 0 0

8:15 to 8:30 9 1 0 10 7 0 0 7 25 1 0 26 0 0 0 0 5 0 0 5 352 17 0 369 9 0 0 9 0 0 0 0

8:30 to 8:45 16 0 0 16 8 0 0 8 37 0 0 37 0 0 0 0 11 1 0 12 321 18 0 339 10 0 0 10 0 0 0 0

8:45 to 9:00 10 1 0 11 7 0 0 7 25 2 0 27 0 0 0 0 12 0 0 12 306 23 0 329 7 1 0 8 0 0 0 0

91 4 0 95 37 0 0 37 219 4 0 223 0 0 0 0 52 4 0 56 2,711 143 0 2,854 61 1 0 62 0 0 0 0

16:00 to 16:15 10 0 0 10 2 0 0 2 19 1 0 20 0 0 0 0 17 0 0 17 347 16 0 363 13 0 0 13 0 0 0 0

16:15 to 16:30 12 0 0 12 3 0 0 3 14 2 0 16 0 0 0 0 17 0 0 17 370 27 0 397 12 0 0 12 0 0 0 0

16:30 to 16:45 9 0 0 9 4 0 0 4 20 1 0 21 0 0 0 0 28 1 0 29 406 20 0 426 15 0 0 15 0 0 0 0

16:45 to 17:00 14 0 0 14 6 0 0 6 25 0 0 25 0 0 0 0 19 0 0 19 385 21 1 407 14 0 0 14 0 0 0 0

17:00 to 17:15 22 0 0 22 4 0 0 4 15 0 0 15 0 0 0 0 19 1 0 20 378 18 0 396 10 0 0 10 0 0 0 0

17:15 to 17:30 10 0 0 10 7 0 0 7 19 1 0 20 0 0 0 0 25 0 0 25 364 13 0 377 11 0 0 11 0 0 0 0

17:30 to 17:45 10 1 0 11 5 0 0 5 14 0 0 14 0 0 0 0 17 1 0 18 383 11 0 394 9 0 0 9 0 0 0 0

17:45 to 18:00 16 1 0 17 2 0 0 2 28 0 0 28 0 0 0 0 38 0 0 38 374 15 0 389 5 0 0 5 0 0 0 0

103 2 0 105 33 0 0 33 154 5 0 159 0 0 0 0 180 3 0 183 3,007 141 1 3,149 89 0 0 89 0 0 0 0

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A B C D E F G H To

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7:00 to 7:15 6 0 0 6 5 0 0 5 4 0 0 4 0 0 0 0 0 0 0 0 366 35 1 402 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 3 7

7:15 to 7:30 11 0 0 11 10 0 0 10 10 1 0 11 0 0 0 0 3 0 0 3 406 27 0 433 0 0 0 0 0 0 0 0 1 0 0 0 0 1 18 1 21

7:30 to 7:45 12 0 0 12 14 0 0 14 4 0 0 4 0 0 0 0 0 0 0 0 354 26 0 380 0 0 0 0 0 0 0 0 2 1 0 0 0 0 7 7 17

7:45 to 8:00 5 0 0 5 7 0 0 7 4 0 0 4 0 0 0 0 0 0 0 0 343 21 0 364 0 0 0 0 0 0 0 0 3 1 0 0 0 0 16 1 21

8:00 to 8:15 6 0 0 6 11 0 0 11 7 0 0 7 0 0 0 0 0 0 0 0 305 29 0 334 0 0 0 0 0 0 0 0 1 1 0 0 0 0 17 3 22

8:15 to 8:30 4 0 0 4 12 0 0 12 5 0 0 5 0 0 0 0 1 0 0 1 323 23 0 346 0 0 0 0 0 0 0 0 1 0 0 0 0 0 4 0 5

8:30 to 8:45 3 0 0 3 11 0 0 11 8 0 0 8 0 0 0 0 2 0 0 2 292 31 0 323 0 0 0 0 0 0 0 0 3 0 0 0 1 0 14 3 21

8:45 to 9:00 7 0 0 7 13 0 0 13 6 0 0 6 0 0 0 0 1 0 0 1 318 24 0 342 0 0 0 0 0 0 0 0 1 4 0 0 0 0 2 3 10

54 0 0 54 83 0 0 83 48 1 0 49 0 0 0 0 7 0 0 7 2,707 216 1 2,924 0 0 0 0 0 0 0 0 13 7 0 0 1 1 81 21 124

16:00 to 16:15 5 0 0 5 7 0 0 7 10 0 0 10 0 0 0 0 0 0 0 0 335 17 0 352 0 0 0 0 0 0 0 0 5 4 0 0 0 0 8 8 25

16:15 to 16:30 5 0 0 5 9 0 0 9 6 0 0 6 0 0 0 0 0 0 0 0 342 12 0 354 0 0 0 0 0 0 0 0 1 1 0 1 0 0 5 4 12

16:30 to 16:45 2 0 0 2 16 0 0 16 4 0 0 4 0 0 0 0 0 0 0 0 321 10 0 331 0 0 0 0 0 0 0 0 2 3 0 0 0 0 6 12 23

16:45 to 17:00 5 0 0 5 14 1 0 15 10 0 0 10 0 0 0 0 0 0 0 0 346 19 1 366 0 0 0 0 0 0 0 0 2 4 0 0 0 0 5 13 24

17:00 to 17:15 8 0 0 8 16 0 0 16 9 0 0 9 0 0 0 0 0 0 0 0 383 7 0 390 1 0 0 1 0 0 0 0 3 3 0 0 0 3 6 3 18

17:15 to 17:30 5 0 0 5 12 0 0 12 5 0 0 5 0 0 0 0 0 0 0 0 378 6 0 384 0 0 0 0 0 0 0 0 2 7 0 0 0 0 1 17 27

17:30 to 17:45 2 0 0 2 10 1 0 11 10 0 0 10 0 0 0 0 1 0 0 1 364 14 0 378 0 0 0 0 0 0 0 0 4 6 0 0 0 0 6 6 22

17:45 to 18:00 8 0 0 8 18 0 0 18 11 0 0 11 0 0 0 0 0 0 0 0 345 15 0 360 0 0 0 0 0 0 0 0 3 4 0 0 0 1 2 11 21

40 0 0 40 102 2 0 104 65 0 0 65 0 0 0 0 1 0 0 1 2,814 100 1 2,915 1 0 0 1 0 0 0 0 22 32 0 1 0 4 39 74 172

AM Totals

PM Totals

Approach

Direction

Time Period

AM Totals


PM Totals

Approach

Direction

Time Period

Direction 2

(Through)

Coleman Ave


Coleman Ave

Coleman Ave

Pe

nn

an

t H

ills

Rd

Coleman Ave Pennant Hills Rd

Pennant Hills Rd

Direction 1

(Left Turn)

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Pe

nn

an

t H

ills

Rd

Lights Heavies

Crossing


(Right Turn)

Direction 12U

(U Turn)

Direction 7

(Left Turn)

Direction 8

(Through)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

10 1

1 1

2 1

2U

4

5

6

6U

1 2 3 3U

9U 9 8 7N

Job No. : N2467 F E

Client : GTA G D

Suburb : Telopea

Location : 3. Pennant Hills Rd / Evans Rd


Weather : Fine H C


: 15 mins Data

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7:00 to 7:15 32 3 0 35 0 0 0 0 18 1 0 19 0 0 0 0 39 0 0 39 256 15 0 271 0 0 0 0 0 0 0 0

7:15 to 7:30 27 1 0 28 0 0 0 0 21 0 0 21 0 0 0 0 55 0 0 55 317 15 0 332 0 0 0 0 0 0 0 0

7:30 to 7:45 46 3 0 49 0 0 0 0 28 1 0 29 0 0 0 0 40 1 0 41 308 18 0 326 0 0 0 0 0 0 0 0

7:45 to 8:00 36 0 0 36 0 0 0 0 30 1 0 31 0 0 0 0 56 0 0 56 333 17 0 350 0 0 0 0 0 0 0 0

8:00 to 8:15 50 0 0 50 0 0 0 0 18 1 0 19 0 0 0 0 91 2 0 93 326 16 0 342 0 0 0 0 0 0 0 0

8:15 to 8:30 45 2 0 47 0 0 0 0 20 0 0 20 0 0 0 0 67 0 0 67 318 14 0 332 0 0 0 0 0 0 0 0

8:30 to 8:45 54 0 0 54 0 0 0 0 20 1 0 21 0 0 0 0 92 2 0 94 277 19 0 296 0 0 0 0 0 0 0 0

8:45 to 9:00 43 4 0 47 0 0 0 0 16 1 0 17 0 0 0 0 69 1 0 70 286 20 0 306 0 0 0 0 0 0 0 0

333 13 0 346 0 0 0 0 171 6 0 177 0 0 0 0 509 6 0 515 2,421 134 0 2,555 0 0 0 0 0 0 0 0

16:00 to 16:15 69 0 0 69 0 0 0 0 16 0 0 16 0 0 0 0 72 2 0 74 317 17 0 334 0 0 0 0 0 0 0 0

16:15 to 16:30 78 0 0 78 1 0 0 1 27 1 0 28 0 0 0 0 56 3 0 59 314 26 0 340 0 0 0 0 0 0 0 0

16:30 to 16:45 80 0 0 80 0 0 0 0 23 0 0 23 0 0 0 0 68 3 0 71 361 22 0 383 0 0 0 0 0 0 0 0

16:45 to 17:00 79 0 0 79 0 0 0 0 24 0 0 24 0 0 0 0 50 1 0 51 327 21 0 348 1 0 0 1 0 0 0 0

17:00 to 17:15 83 2 0 85 0 0 0 0 19 1 0 20 0 0 0 0 57 1 0 58 334 19 0 353 0 0 0 0 0 0 0 0

17:15 to 17:30 76 0 0 76 1 0 0 1 17 0 0 17 0 0 0 0 74 1 0 75 313 11 0 324 0 0 0 0 0 0 0 0

17:30 to 17:45 101 0 0 101 0 0 0 0 25 0 0 25 0 0 0 0 69 1 0 70 307 12 0 319 0 0 0 0 0 0 0 0

17:45 to 18:00 95 0 0 95 0 0 0 0 23 0 0 23 0 0 0 0 78 0 0 78 326 15 0 341 0 0 0 0 0 0 0 0

661 2 0 663 2 0 0 2 174 2 0 176 0 0 0 0 524 12 0 536 2,599 143 0 2,742 1 0 0 1 0 0 0 0

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7:00 to 7:15 5 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 336 37 1 374 49 0 0 49 0 0 0 0 0 0 0 0 0 0 0 0 0

7:15 to 7:30 23 0 0 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 381 26 0 407 60 0 0 60 0 0 0 0 1 1 0 0 0 2 0 0 4

7:30 to 7:45 17 0 0 17 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 312 25 0 337 73 1 0 74 0 0 0 0 0 0 0 0 0 0 0 0 0

7:45 to 8:00 23 2 0 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 317 22 0 339 51 0 0 51 0 0 0 0 0 1 0 0 0 1 0 0 2

8:00 to 8:15 22 0 0 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 249 24 0 273 58 1 0 59 0 0 0 0 1 1 0 0 0 1 0 0 3

8:15 to 8:30 30 1 0 31 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 305 24 0 329 76 3 0 79 0 0 0 0 0 0 0 0 2 0 0 0 2

8:30 to 8:45 25 0 0 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 242 30 0 272 49 1 0 50 0 0 0 0 1 2 0 0 0 0 0 0 3

8:45 to 9:00 18 1 0 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 287 26 0 313 76 0 0 76 0 0 0 0 0 0 0 0 6 2 0 0 8

163 4 0 167 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 2,429 214 1 2,644 492 6 0 498 0 0 0 0 3 5 0 0 8 6 0 0 22

16:00 to 16:15 17 0 0 17 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 309 16 0 325 36 0 0 36 0 0 0 0 2 2 0 0 1 4 0 0 9

16:15 to 16:30 17 0 0 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 322 14 0 336 31 1 0 32 0 0 0 0 1 2 0 0 2 1 0 0 6

16:30 to 16:45 8 0 0 8 1 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1 316 11 0 327 28 0 0 28 0 0 0 0 5 1 0 0 1 4 0 0 11

16:45 to 17:00 18 0 0 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 340 19 1 360 30 0 0 30 0 0 0 0 1 1 0 0 2 4 0 0 8

17:00 to 17:15 14 0 0 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 376 7 0 383 29 0 0 29 0 0 0 0 2 2 0 0 5 4 0 0 13

17:15 to 17:30 9 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 369 7 0 376 34 0 0 34 0 0 0 0 3 3 0 0 2 1 0 0 9

17:30 to 17:45 9 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 334 14 0 348 31 0 0 31 0 0 0 0 4 2 0 0 1 1 0 0 8

17:45 to 18:00 7 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 347 15 0 362 30 0 0 30 0 0 0 0 2 6 0 0 1 3 0 0 12

99 0 0 99 2 0 0 2 0 0 0 0 0 0 0 0 1 0 0 1 2,713 103 1 2,817 249 1 0 250 0 0 0 0 20 19 0 0 15 22 0 0 76

Crossing


(Right Turn)

Direction 12U

(U Turn)

Direction 7

(Left Turn)

Direction 8

(Through)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Evans Rd

Evans Rd

Pe

nn

an

t H

ills

Rd

Evans Rd Pennant Hills Rd

Pennant Hills Rd

Direction 1

(Left Turn)

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Pe

nn

an

t H

ills

Rd

Lights Heavies


PM Totals

Approach

Direction

Time Period

Direction 2

(Through)

Evans Rd


AM Totals

PM Totals

Approach

Direction

Time Period

AM Totals

10 1

1 1

2 1

2U

4

5

6

6U

1 2 3 3U

9U 9 8 7N

Job No. : N2467 F E

Client : GTA G D

Suburb : Telopea

Location : 4. Kissing Point Rd / Sturt St


Weather : Fine H C

Description : Classified Intersection Count

: 15 mins Data

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7:00 to 7:15 220 8 0 228 8 1 0 9 0 0 0 0

7:15 to 7:30 237 5 0 242 26 2 0 28 1 0 0 1

7:30 to 7:45 258 8 0 266 15 3 0 18 0 0 0 0

7:45 to 8:00 259 13 0 272 24 0 0 24 1 0 0 1

8:00 to 8:15 276 9 2 287 21 0 0 21 0 0 0 0

8:15 to 8:30 287 5 0 292 31 0 0 31 2 0 0 2

8:30 to 8:45 292 6 0 298 29 0 0 29 0 0 0 0

8:45 to 9:00 237 14 0 251 35 0 0 35 1 0 0 1

2,066 68 2 2,136 189 6 0 195 5 0 0 5

16:00 to 16:15 450 8 0 458 43 1 0 44 0 0 0 0

16:15 to 16:30 501 8 0 509 49 0 0 49 0 0 0 0

16:30 to 16:45 481 9 0 490 51 0 0 51 0 0 0 0

16:45 to 17:00 497 9 0 506 53 1 0 54 0 0 0 0

17:00 to 17:15 490 9 0 499 48 1 0 49 0 0 0 0

17:15 to 17:30 490 9 0 499 41 0 0 41 0 0 0 0

17:30 to 17:45 497 5 0 502 52 0 0 52 0 0 0 0

17:45 to 18:00 489 6 0 495 41 0 0 41 1 0 0 1

3,895 63 0 3,958 378 3 0 381 1 0 0 1

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7:00 to 7:15 21 0 0 21 26 2 0 28 0 0 0 0 23 3 0 26 464 16 0 480 0 0 0 0 0 0 0 1 0 0 1

7:15 to 7:30 26 0 0 26 50 1 0 51 0 0 0 0 31 3 0 34 465 12 0 477 0 0 0 0 0 0 0 0 0 0 0

7:30 to 7:45 15 1 0 16 66 4 0 70 0 0 0 0 39 1 0 40 413 15 0 428 0 0 0 0 0 0 0 0 0 0 0

7:45 to 8:00 26 1 0 27 46 3 0 49 0 0 0 0 56 3 0 59 404 13 1 418 0 0 0 0 0 0 0 2 0 0 2

8:00 to 8:15 23 0 0 23 79 2 0 81 0 0 0 0 52 6 0 58 408 16 0 424 0 0 0 0 4 1 1 0 0 0 6

8:15 to 8:30 28 0 0 28 66 3 0 69 0 0 0 0 53 3 0 56 436 10 0 446 0 0 0 0 6 0 0 0 0 0 6

8:30 to 8:45 23 1 0 24 97 1 0 98 0 0 0 0 78 2 0 80 420 8 0 428 0 0 0 0 15 0 4 0 0 0 19

8:45 to 9:00 36 0 0 36 63 3 0 66 0 0 0 0 53 0 0 53 391 6 0 397 0 0 0 0 0 0 2 0 0 0 2

198 3 0 201 493 19 0 512 0 0 0 0 385 21 0 406 3,401 96 1 3,498 0 0 0 0 25 1 7 3 0 0 36

16:00 to 16:15 20 0 0 20 51 1 0 52 0 0 0 0 39 3 0 42 315 4 0 319 0 0 0 0 0 1 0 0 0 0 1

16:15 to 16:30 21 0 0 21 39 2 0 41 0 0 0 0 40 3 0 43 261 7 0 268 0 0 0 0 0 2 0 2 0 0 4

16:30 to 16:45 17 1 0 18 54 2 0 56 0 0 0 0 48 4 0 52 269 2 0 271 0 0 0 0 0 0 0 0 0 0 0

16:45 to 17:00 13 1 0 14 41 3 0 44 0 0 0 0 50 2 0 52 342 4 0 346 0 0 0 0 0 0 0 0 0 0 0

17:00 to 17:15 14 0 0 14 48 0 0 48 0 0 0 0 47 2 0 49 306 5 0 311 0 0 0 0 0 0 0 0 0 0 0

17:15 to 17:30 15 0 0 15 44 1 0 45 0 0 0 0 41 2 0 43 336 4 0 340 0 0 0 0 0 2 0 0 0 0 2

17:30 to 17:45 23 0 0 23 37 2 0 39 0 0 0 0 41 2 0 43 346 3 0 349 0 0 0 0 0 0 0 0 0 0 0

17:45 to 18:00 15 0 0 15 37 1 0 38 0 0 0 0 42 1 0 43 308 3 1 312 0 0 0 0 0 0 0 0 0 0 0

138 2 0 140 351 12 0 363 0 0 0 0 348 19 0 367 2,483 32 1 2,516 0 0 0 0 0 5 0 2 0 0 7


AM Totals

PM Totals

Approach

Direction

Time Period

AM Totals

PM Totals

Approach

Direction

Time Period

Sturt St

Kis

sin

g P

oin

t R

d

Sturt St Kissing Point Rd

Kissing Point Rd

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 5

(Through)

Kis

sin

g P

oin

t R

d

Lights Heavies


Crossing

PedestriansDirection 12U

(U Turn)

Direction 7

(Left Turn)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

10 1

1 1

2U

5

6

6U

9U 9 7N

Job No. : N2467 F E

Client : GTA G D

Suburb : Telopea

Location : 5. Kissing Point Rd / Adderton Rd


Weather : Fine H C

Description : Classified Intersection Count

: 15 mins Data

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7:00 to 7:15 233 7 0 240 27 2 0 29 0 0 0 0

7:15 to 7:30 252 6 0 258 23 0 0 23 0 0 0 0

7:30 to 7:45 315 11 0 326 30 0 0 30 0 0 0 0

7:45 to 8:00 281 16 0 297 29 0 0 29 0 0 0 0

8:00 to 8:15 343 11 2 356 27 0 0 27 0 0 0 0

8:15 to 8:30 297 5 0 302 54 1 0 55 0 0 0 0

8:30 to 8:45 351 10 0 361 41 0 0 41 0 0 0 0

8:45 to 9:00 264 13 0 277 29 3 0 32 0 0 0 0

2,336 79 2 2,417 260 6 0 266 0 0 0 0

16:00 to 16:15 469 10 0 479 43 1 0 44 0 0 0 0

16:15 to 16:30 491 8 0 499 54 0 0 54 0 0 0 0

16:30 to 16:45 490 9 0 499 50 0 0 50 0 0 0 0

16:45 to 17:00 488 10 0 498 60 0 0 60 0 0 0 0

17:00 to 17:15 481 8 0 489 75 1 0 76 0 0 0 0

17:15 to 17:30 453 8 0 461 92 1 0 93 0 0 0 0

17:30 to 17:45 417 8 0 425 66 0 0 66 1 0 0 1

17:45 to 18:00 418 9 0 427 82 0 0 82 0 0 0 0

3,707 70 0 3,777 522 3 0 525 1 0 0 1

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7:00 to 7:15 65 1 0 66 82 1 0 83 0 0 0 0 44 3 0 47 465 18 0 483 0 0 0 0 0 0 0 0 0 0 0

7:15 to 7:30 72 4 0 76 109 2 0 111 0 0 0 0 46 3 0 49 393 9 0 402 0 0 0 0 1 1 0 1 0 0 3

7:30 to 7:45 52 1 0 53 87 1 0 88 0 0 0 0 65 2 0 67 449 18 0 467 0 0 0 0 0 0 0 0 0 0 0

7:45 to 8:00 58 0 0 58 137 1 0 138 0 0 0 0 61 2 0 63 385 13 0 398 0 0 0 0 1 1 1 1 0 0 4

8:00 to 8:15 62 2 0 64 110 1 0 111 0 0 0 0 62 1 0 63 453 22 0 475 0 0 0 0 0 0 0 1 0 0 1

8:15 to 8:30 71 0 0 71 171 1 0 172 0 0 0 0 82 4 0 86 391 12 0 403 0 0 0 0 0 0 0 2 0 0 2

8:30 to 8:45 57 1 0 58 124 5 1 130 0 0 0 0 62 1 0 63 448 13 0 461 0 0 0 0 0 0 0 0 0 0 0

8:45 to 9:00 81 1 0 82 141 0 0 141 0 0 0 0 81 4 0 85 333 4 0 337 0 0 0 0 1 0 1 2 0 0 4

518 10 0 528 961 12 1 974 0 0 0 0 503 20 0 523 3,317 109 0 3,426 0 0 0 0 3 2 2 7 0 0 14

16:00 to 16:15 51 1 0 52 63 0 0 63 0 0 0 0 112 0 0 112 284 5 0 289 0 0 0 0 0 0 0 0 0 0 0

16:15 to 16:30 42 1 0 43 60 2 0 62 0 0 0 0 113 3 0 116 265 9 0 274 0 0 0 0 0 0 0 0 0 0 0

16:30 to 16:45 37 2 0 39 58 1 0 59 0 0 0 0 122 1 0 123 301 2 0 303 0 0 0 0 0 0 1 1 0 0 2

16:45 to 17:00 39 0 0 39 42 0 0 42 0 0 0 0 103 2 0 105 338 6 0 344 0 0 0 0 0 0 0 0 0 0 0

17:00 to 17:15 34 0 0 34 63 1 0 64 0 0 0 0 139 1 0 140 326 7 0 333 0 0 0 0 0 0 0 0 0 0 0

17:15 to 17:30 39 0 0 39 53 1 0 54 0 0 0 0 111 0 0 111 318 7 0 325 0 0 0 0 0 0 1 0 0 0 1

17:30 to 17:45 38 0 0 38 82 3 0 85 0 0 0 0 130 1 0 131 370 6 0 376 0 0 0 0 1 0 0 1 0 0 2

17:45 to 18:00 54 0 0 54 43 0 0 43 0 0 0 0 123 2 0 125 296 5 0 301 0 0 0 0 0 1 1 1 0 0 3

334 4 0 338 464 8 0 472 0 0 0 0 953 10 0 963 2,498 47 0 2,545 0 0 0 0 1 1 3 3 0 0 8


AM Totals

PM Totals

Approach

Direction

Time Period

AM Totals

PM Totals

Approach

Direction

Time Period

Adderton Rd

Kis

sin

g P

oin

t R

d

Adderton Rd Kissing Point Rd

Kissing Point Rd

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 5

(Through)

Kis

sin

g P

oin

t R

d

Lights Heavies


Crossing

PedestriansDirection 12U

(U Turn)

Direction 7

(Left Turn)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

10 1

1

12U

5

6

6U

9U 9 7N

16S1627000 // 27/04/17



SIDRA Intersection Results (Internal Intersections) Appendix B

SITE LAYOUT

Site: Adderton Road/ Manson Street - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Thursday, 5 May 2016 10:00:51 AMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-Existing.sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)

Movement Performance - Vehicles

Demand Flows 95% Back of QueueMovID

ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/hSouth: Adderton Road (S)

2 T1 411 0.3 0.451 7.6 LOS A 4.4 31.1 0.68 0.20 44.2

3 R2 108 3.9 0.451 17.1 LOS B 4.4 31.1 0.68 0.20 42.6

Approach 519 1.0 0.451 9.6 NA 4.4 31.1 0.68 0.20 43.9

East: Manson Street (E)

4 L2 64 1.6 0.361 11.1 LOS A 1.3 9.3 0.81 0.98 38.6

6 R2 48 4.3 0.361 26.2 LOS B 1.3 9.3 0.81 0.98 38.5

Approach 113 2.8 0.361 17.6 LOS B 1.3 9.3 0.81 0.98 38.6

North: Adderton Road (N)

7 L2 245 0.9 0.490 4.6 LOS A 0.0 0.0 0.00 0.13 48.5

8 T1 773 1.8 0.490 0.1 LOS A 0.0 0.0 0.00 0.13 49.2

Approach 1018 1.6 0.490 1.2 NA 0.0 0.0 0.00 0.13 49.0

All Vehicles 1649 1.5 0.490 5.0 NA 4.4 31.1 0.27 0.21 46.5

Level of Service (LOS) Method: Delay (RTA NSW).

Vehicle movement LOS values are based on average delay per movement

Minor Road Approach LOS values are based on average delay for all vehicle movements.

NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Monday, 11 April 2016 10:27:43 AMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-Existing.sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - PM (Ex)

16S9023000Telopea Urban Renewal - Existing PMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 832 0.3 0.421 0.2 LOS A 0.6 4.0 0.07 0.02 49.7

3 R2 35 0.0 0.421 7.0 LOS A 0.6 4.0 0.07 0.02 48.8

Approach 866 0.2 0.421 0.5 NA 0.6 4.0 0.07 0.02 49.6


4 L2 33 0.0 0.402 8.0 LOS A 1.5 10.6 0.75 0.93 39.0

6 R2 102 0.0 0.402 19.7 LOS C 1.5 10.6 0.75 0.93 38.8

Approach 135 0.0 0.402 16.9 LOS C 1.5 10.6 0.75 0.93 38.9


7 L2 46 0.0 0.185 4.6 LOS A 0.0 0.0 0.00 0.07 49.0

8 T1 341 0.9 0.185 0.0 LOS A 0.0 0.0 0.00 0.07 49.6

Approach 387 0.8 0.185 0.6 NA 0.0 0.0 0.00 0.07 49.5

All Vehicles 1388 0.4 0.421 2.1 NA 1.5 10.6 0.11 0.12 48.5

Level of Service (LOS) Method: Delay (HCM 2000).







SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 5 May 2016 10:08:37 AMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-Existing.sip6

SITE LAYOUT

Site: Sturt Street/ Manson Street/ Community Centre Access - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)


MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Manson Street (S)

1 L2 35 3.0 0.386 3.5 LOS A 1.8 13.0 0.24 0.48 38.3

2 T1 3 0.0 0.386 3.2 LOS A 1.8 13.0 0.24 0.48 38.6

3 R2 357 1.8 0.386 4.3 LOS A 1.8 13.0 0.24 0.48 38.4

Approach 395 1.9 0.386 4.2 LOS A 1.8 13.0 0.24 0.48 38.4

East: Sturt Street (E)

4 L2 84 3.8 0.055 5.6 LOS A 0.0 0.1 0.00 0.46 54.2

5 T1 22 23.8 0.055 0.0 LOS A 0.0 0.1 0.00 0.46 55.8

6 R2 1 0.0 0.055 5.6 LOS A 0.0 0.1 0.00 0.46 54.4

Approach 107 7.8 0.055 4.4 NA 0.0 0.1 0.00 0.46 54.5

North: Access

7 L2 3 0.0 0.004 5.6 LOS A 0.0 0.1 0.09 0.54 53.5

8 T1 1 0.0 0.004 5.3 LOS A 0.0 0.1 0.09 0.54 54.0

9 R2 1 0.0 0.004 6.0 LOS A 0.0 0.1 0.09 0.54 53.5

Approach 5 0.0 0.004 5.6 LOS A 0.0 0.1 0.09 0.54 53.6

West: Sturt Street (W)

10 L2 2 0.0 0.028 5.8 LOS A 0.1 0.9 0.18 0.26 55.1

11 T1 26 20.0 0.028 0.2 LOS A 0.1 0.9 0.18 0.26 56.5

12 R2 22 0.0 0.028 5.9 LOS A 0.1 0.9 0.18 0.26 55.3

Approach 51 10.4 0.028 2.9 NA 0.1 0.9 0.18 0.26 55.9

All Vehicles 558 3.8 0.386 4.1 NA 1.8 13.0 0.19 0.45 42.1









MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - PM (Ex)

16S9023000Telopea Urban Renewal - Existing PMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 24 0.0 0.070 4.7 LOS A 0.2 1.7 0.15 0.51 46.3

2 T1 1 0.0 0.070 4.3 LOS A 0.2 1.7 0.15 0.51 46.6

3 R2 52 0.0 0.070 5.3 LOS A 0.2 1.7 0.15 0.51 46.4

Approach 77 0.0 0.070 5.1 LOS A 0.2 1.7 0.15 0.51 46.4


4 L2 125 0.0 0.082 5.5 LOS A 0.0 0.2 0.01 0.45 54.5

5 T1 36 14.7 0.082 0.0 LOS A 0.0 0.2 0.01 0.45 55.9

6 R2 3 0.0 0.082 5.6 LOS A 0.0 0.2 0.01 0.45 54.5

Approach 164 3.2 0.082 4.3 NA 0.0 0.2 0.01 0.45 54.8

North: Access

7 L2 6 0.0 0.009 5.6 LOS A 0.0 0.2 0.08 0.54 53.5

8 T1 3 0.0 0.009 5.5 LOS A 0.0 0.2 0.08 0.54 54.0

9 R2 2 0.0 0.009 6.0 LOS A 0.0 0.2 0.08 0.54 53.6

Approach 12 0.0 0.009 5.7 LOS A 0.0 0.2 0.08 0.54 53.7


10 L2 1 0.0 0.022 6.0 LOS A 0.1 0.6 0.19 0.21 55.5

11 T1 24 21.7 0.022 0.3 LOS A 0.1 0.6 0.19 0.21 57.0

12 R2 14 0.0 0.022 6.0 LOS A 0.1 0.6 0.19 0.21 55.7

Approach 39 13.5 0.022 2.4 NA 0.1 0.6 0.19 0.21 56.5

All Vehicles 292 3.6 0.082 4.3 NA 0.2 1.7 0.07 0.44 52.4









SITE LAYOUT

Site: Sturt Street/ Evans Road - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)


MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Sturt Street (E)

5 T1 99 9.6 0.054 0.0 LOS A 0.0 0.0 0.00 0.00 40.0

6 R2 394 1.3 0.313 5.1 LOS A 1.6 11.4 0.51 0.63 37.8

Approach 493 3.0 0.313 4.1 NA 1.6 11.4 0.40 0.50 38.2

North: Evans Road (N)

7 L2 377 3.1 0.403 3.9 LOS A 2.0 14.6 0.26 0.49 38.0

9 R2 69 1.5 0.403 12.5 LOS B 2.0 14.6 0.26 0.49 37.9

Approach 446 2.8 0.403 5.2 LOS A 2.0 14.6 0.26 0.49 38.0


10 L2 262 0.8 0.179 3.4 LOS A 0.0 0.0 0.00 0.34 39.0

11 T1 97 8.7 0.179 0.0 LOS A 0.0 0.0 0.00 0.34 38.9

Approach 359 2.9 0.179 2.5 NA 0.0 0.0 0.00 0.34 39.0

All Vehicles 1298 2.9 0.403 4.0 NA 2.0 14.6 0.24 0.45 38.4








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Monday, 4 April 2016 2:08:21 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-Existing.sip6

MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - PM (Ex)

16S9023000Telopea Urban Renewal - Existing PMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 165 4.5 0.087 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

6 R2 193 1.1 0.115 4.8 LOS A 0.6 3.9 0.19 0.50 46.1

Approach 358 2.6 0.115 2.6 NA 0.6 3.9 0.10 0.27 47.8


7 L2 175 1.8 0.205 4.7 LOS A 0.9 6.4 0.14 0.53 46.0

9 R2 67 0.0 0.205 7.8 LOS A 0.9 6.4 0.14 0.53 45.9

Approach 242 1.3 0.205 5.6 LOS A 0.9 6.4 0.14 0.53 46.0


10 L2 27 0.0 0.038 4.6 LOS A 0.0 0.0 0.00 0.20 48.3

11 T1 47 13.3 0.038 0.0 LOS A 0.0 0.0 0.00 0.20 48.8

Approach 75 8.5 0.038 1.7 NA 0.0 0.0 0.00 0.20 48.6

All Vehicles 675 2.8 0.205 3.6 NA 0.9 6.4 0.10 0.35 47.2









SITE LAYOUT

Site: Evans Road/ Shortland Street - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)

MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - AM (Ex)

16S9023000Telopea Urban Renewal - Existing AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Evans Road (S)

1 L2 18 11.8 0.304 4.7 LOS A 0.0 0.0 0.00 0.02 49.2

2 T1 623 0.7 0.304 0.0 LOS A 0.0 0.0 0.00 0.02 49.9

Approach 641 1.0 0.304 0.2 NA 0.0 0.0 0.00 0.02 49.9


8 T1 329 2.2 0.195 0.8 LOS A 0.5 3.6 0.15 0.04 49.1

9 R2 25 25.0 0.195 9.6 LOS A 0.5 3.6 0.15 0.04 48.0

Approach 355 3.9 0.195 1.4 NA 0.5 3.6 0.15 0.04 49.0

West: Shortland Street (W)

10 L2 71 13.4 0.270 8.7 LOS A 1.0 7.8 0.67 0.88 42.9

12 R2 68 7.7 0.270 13.5 LOS B 1.0 7.8 0.67 0.88 42.9

Approach 139 10.6 0.270 11.0 LOS B 1.0 7.8 0.67 0.88 42.9

All Vehicles 1135 3.1 0.304 1.9 NA 1.0 7.8 0.13 0.13 48.6









MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - PM (Ex)

16S9023000Telopea Urban Renewal - Existing PMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 28 0.0 0.088 4.6 LOS A 0.0 0.0 0.00 0.08 49.0

2 T1 157 0.0 0.088 0.0 LOS A 0.0 0.0 0.00 0.08 49.5

Approach 185 0.0 0.088 0.7 NA 0.0 0.0 0.00 0.08 49.4


8 T1 154 2.1 0.092 0.2 LOS A 0.2 1.4 0.10 0.06 49.4

9 R2 21 30.0 0.092 5.7 LOS A 0.2 1.4 0.10 0.06 48.2

Approach 175 5.4 0.092 0.8 NA 0.2 1.4 0.10 0.06 49.3


10 L2 63 13.3 0.135 5.3 LOS A 0.5 3.7 0.31 0.58 45.7

12 R2 82 0.0 0.135 6.1 LOS A 0.5 3.7 0.31 0.58 45.7

Approach 145 5.8 0.135 5.7 LOS A 0.5 3.7 0.31 0.58 45.7

All Vehicles 505 3.5 0.135 2.2 NA 0.5 3.7 0.12 0.22 48.3









MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 416 0.3 0.619 11.3 LOS A 8.0 56.5 1.00 0.38 42.1

3 R2 189 2.2 0.619 18.9 LOS B 8.0 56.5 1.00 0.38 40.4

Approach 605 0.9 0.619 13.7 NA 8.0 56.5 1.00 0.38 41.6


4 L2 400 0.3 0.997 56.0 LOS D 20.6 145.3 0.94 2.74 25.4

6 R2 72 2.9 0.997 79.7 LOS F 20.6 145.3 0.94 2.74 25.3

Approach 472 0.7 0.997 59.6 LOS E 20.6 145.3 0.94 2.74 25.4


7 L2 252 0.8 0.483 4.6 LOS A 0.0 0.0 0.00 0.14 48.4

8 T1 751 1.8 0.483 0.1 LOS A 0.0 0.0 0.00 0.14 49.1

Approach 1002 1.6 0.483 1.2 NA 0.0 0.0 0.00 0.14 49.0

All Vehicles 2079 1.2 0.997 18.1 NA 20.6 145.3 0.50 0.80 39.3








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 21 June 2016 4:50:24 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\1600610-Telopea Urban Renewal-PD (Option 1 Layout)(mit2).sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - PM (PD)

16S9023000Telopea Urban Renewal - Post-Development PMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 885 0.2 0.743 4.0 LOS A 11.6 81.3 0.63 0.30 46.2

3 R2 372 0.0 0.743 10.8 LOS B 11.6 81.3 0.63 0.30 44.9

Approach 1257 0.2 0.743 6.0 NA 11.6 81.3 0.63 0.30 45.8


4 L2 117 0.0 1.299 309.7 LOS F 39.6 277.1 1.00 4.42 7.7

6 R2 108 0.0 1.299 373.3 LOS F 39.6 277.1 1.00 4.42 7.7

Approach 225 0.0 1.299 340.3 LOS F 39.6 277.1 1.00 4.42 7.7


7 L2 69 0.0 0.209 4.6 LOS A 0.0 0.0 0.00 0.09 48.8

8 T1 368 0.9 0.209 0.0 LOS A 0.0 0.0 0.00 0.09 49.5

Approach 438 0.7 0.209 0.7 NA 0.0 0.0 0.00 0.09 49.4

All Vehicles 1920 0.3 1.299 44.0 NA 39.6 277.1 0.53 0.74 30.4









SITE LAYOUT

Site: Adderton Road/ Manson Street - PM (PD-signals)

16S9023000Telopea Urban Renewal - Post-Development PMSignal ConversionSignals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Friday, 24 June 2016 2:25:00 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\1600610-Telopea Urban Renewal-PD (Option 1 Layout)(mit2).sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - AM (PD-signals)

16S9023000Telopea Urban Renewal - Post-Development AMSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 416 0.3 0.392 10.1 LOS A 7.6 53.3 0.66 0.57 43.9

3 R2 189 2.2 0.754 30.1 LOS C 6.1 43.4 0.94 0.98 33.7

Approach 605 0.9 0.754 16.3 LOS B 7.6 53.3 0.75 0.70 40.5


4 L2 400 0.3 0.719 26.8 LOS B 11.3 79.2 0.95 0.88 34.7

6 R2 72 2.9 0.131 21.3 LOS B 1.6 11.2 0.76 0.71 37.1

Approach 472 0.7 0.719 26.0 LOS B 11.3 79.2 0.92 0.86 35.0


7 L2 252 0.8 0.483 15.3 LOS B 9.6 68.2 0.71 0.70 40.9

8 T1 751 1.8 0.483 10.7 LOS A 9.8 69.9 0.71 0.64 43.2

Approach 1002 1.6 0.483 11.9 LOS A 9.8 69.9 0.71 0.66 42.7

All Vehicles 2079 1.2 0.754 16.4 LOS B 11.3 79.2 0.77 0.71 40.2



Intersection and Approach LOS values are based on average delay for all vehicle movements.




Movement Performance - Pedestrians

Average Back of QueueMovID Description

DemandFlow

AverageDelay

Level ofService

Prop. Queued

Effective Stop RatePedestrian Distance

ped/h sec ped m per ped

P1 South Full Crossing 53 24.4 LOS C 0.1 0.1 0.90 0.90

P2 East Full Crossing 53 11.4 LOS B 0.1 0.1 0.62 0.62

All Pedestrians 105 17.9 LOS B 0.76 0.76

Level of Service (LOS) Method: SIDRA Pedestrian LOS Method (Based on Average Delay)

Pedestrian movement LOS values are based on average delay per pedestrian movement.

Intersection LOS value for Pedestrians is based on average delay for all pedestrian movements.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Friday, 24 June 2016 2:28:22 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\1600610-Telopea Urban Renewal-PD (Option 1 Layout)(mit2).sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - PM (PD-signals)

16S9023000Telopea Urban Renewal - Post-Development PMSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 885 0.2 0.633 7.3 LOS A 15.2 106.9 0.66 0.61 45.4

3 R2 372 0.0 0.633 12.6 LOS B 7.7 54.2 0.68 0.75 41.7

Approach 1257 0.2 0.633 8.8 LOS A 15.2 106.9 0.67 0.65 44.3


4 L2 117 0.0 0.377 29.8 LOS C 3.2 22.4 0.93 0.77 33.6

6 R2 108 0.0 0.350 29.6 LOS C 3.0 20.7 0.93 0.76 33.8

Approach 225 0.0 0.377 29.7 LOS C 3.2 22.4 0.93 0.77 33.7


7 L2 69 0.0 0.165 9.4 LOS A 2.6 18.2 0.43 0.46 44.9

8 T1 368 0.9 0.165 4.8 LOS A 2.6 18.5 0.43 0.40 46.6

Approach 438 0.7 0.165 5.5 LOS A 2.6 18.5 0.43 0.41 46.3










DemandFlow

AverageDelay

Level ofService

Prop. Queued




P2 East Full Crossing 53 7.0 LOS A 0.0 0.0 0.48 0.48






MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 41 2.6 1.186 181.4 LOS F 76.3 539.9 1.00 5.04 13.0

2 T1 53 0.0 1.186 182.4 LOS F 76.3 539.9 1.00 5.04 13.0

3 R2 527 1.2 1.186 192.1 LOS F 76.3 539.9 1.00 5.04 13.0

Approach 621 1.2 1.186 190.6 LOS F 76.3 539.9 1.00 5.04 13.0


4 L2 198 1.6 0.161 5.6 LOS A 0.5 3.4 0.06 0.46 54.0

5 T1 52 10.2 0.161 0.1 LOS A 0.5 3.4 0.06 0.46 55.5

6 R2 63 0.0 0.161 5.7 LOS A 0.5 3.4 0.06 0.46 54.2

Approach 313 2.7 0.161 4.7 NA 0.5 3.4 0.06 0.46 54.3

North: Access

7 L2 258 0.0 0.378 5.7 LOS A 1.9 13.2 0.11 0.55 53.0

8 T1 198 0.0 0.378 7.2 LOS A 1.9 13.2 0.11 0.55 53.5

9 R2 1 0.0 0.378 7.5 LOS A 1.9 13.2 0.11 0.55 53.1

Approach 457 0.0 0.378 6.3 LOS A 1.9 13.2 0.11 0.55 53.2


10 L2 2 0.0 0.032 6.3 LOS A 0.1 1.0 0.29 0.27 54.8

11 T1 28 18.5 0.032 0.5 LOS A 0.1 1.0 0.29 0.27 56.2

12 R2 23 0.0 0.032 6.4 LOS A 0.1 1.0 0.29 0.27 55.0

Approach 54 9.8 0.032 3.3 NA 0.1 1.0 0.29 0.27 55.6

All Vehicles 1444 1.5 1.186 85.1 NA 76.3 539.9 0.49 2.45 22.9









MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - PM (PD)

16S9023000Telopea Urban Renewal - Post-Development PMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 25 0.0 0.600 7.1 LOS A 4.1 28.8 0.56 0.91 42.8

2 T1 198 0.0 0.600 10.2 LOS B 4.1 28.8 0.56 0.91 43.1

3 R2 166 0.0 0.600 13.8 LOS B 4.1 28.8 0.56 0.91 43.0

Approach 389 0.0 0.600 11.6 LOS B 4.1 28.8 0.56 0.91 43.0


4 L2 291 0.0 0.325 5.7 LOS A 1.8 12.8 0.16 0.46 53.5

5 T1 61 8.6 0.325 0.2 LOS A 1.8 12.8 0.16 0.46 54.9

6 R2 258 0.0 0.325 5.8 LOS A 1.8 12.8 0.16 0.46 53.6

Approach 609 0.9 0.325 5.2 NA 1.8 12.8 0.16 0.46 53.7

North: Access

7 L2 69 0.0 0.130 5.7 LOS A 0.5 3.4 0.15 0.56 52.4

8 T1 49 0.0 0.130 9.2 LOS A 0.5 3.4 0.15 0.56 52.8

9 R2 2 0.0 0.130 9.9 LOS A 0.5 3.4 0.15 0.56 52.4

Approach 121 0.0 0.130 7.2 LOS A 0.5 3.4 0.15 0.56 52.6


10 L2 1 0.0 0.043 6.7 LOS A 0.2 1.1 0.25 0.17 55.9

11 T1 55 9.6 0.043 0.5 LOS A 0.2 1.1 0.25 0.17 57.4

12 R2 20 0.0 0.043 6.8 LOS A 0.2 1.1 0.25 0.17 56.1

Approach 76 6.9 0.043 2.3 NA 0.2 1.1 0.25 0.17 57.0

All Vehicles 1196 0.9 0.600 7.3 NA 4.1 28.8 0.30 0.60 49.7









SITE LAYOUT

Site: Sturt Street/ Manson Street/ Community Centre Access - AM (PD-roundabout)

16S9023000Telopea Urban Renewal - Post-Development AMRoundabout ConversionRoundabout


MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - AM (PD-roundabout)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 41 2.6 0.506 4.1 LOS A 4.1 29.2 0.45 0.58 37.3

2 T1 53 0.0 0.506 3.5 LOS A 4.1 29.2 0.45 0.58 37.7

3 R2 527 1.2 0.506 6.3 LOS A 4.1 29.2 0.45 0.58 37.6

Approach 621 1.2 0.506 5.9 LOS A 4.1 29.2 0.45 0.58 37.6


4 L2 198 1.6 0.289 6.2 LOS A 1.3 9.6 0.37 0.64 51.7

5 T1 52 10.2 0.289 5.6 LOS A 1.3 9.6 0.37 0.64 52.4

6 R2 63 0.0 0.289 8.3 LOS A 1.3 9.6 0.37 0.64 52.4

Approach 313 2.7 0.289 6.6 LOS A 1.3 9.6 0.37 0.64 52.0

North: Access

7 L2 258 0.0 0.733 22.3 LOS C 10.1 70.8 1.00 1.22 42.9

8 T1 198 0.0 0.733 22.3 LOS C 10.1 70.8 1.00 1.22 43.3

9 R2 1 0.0 0.733 25.2 LOS C 10.1 70.8 1.00 1.22 43.0

Approach 457 0.0 0.733 22.3 LOS C 10.1 70.8 1.00 1.22 43.1


10 L2 2 0.0 0.067 7.7 LOS A 0.3 2.1 0.52 0.71 50.9

11 T1 28 18.5 0.067 7.4 LOS A 0.3 2.1 0.52 0.71 51.2

12 R2 23 0.0 0.067 9.8 LOS A 0.3 2.1 0.52 0.71 51.4

Approach 54 9.8 0.067 8.4 LOS A 0.3 2.1 0.52 0.71 51.3



Roundabout LOS Method: Same as Signalised Intersections.



Roundabout Capacity Model: SIDRA Standard.





MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - PM (PD-Roundabout)

16S9023000Telopea Urban Renewal - Post-Development PMRoundabout ConversionRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 25 0.0 0.414 6.6 LOS A 2.7 18.7 0.60 0.70 44.6

2 T1 198 0.0 0.414 6.3 LOS A 2.7 18.7 0.60 0.70 45.2

3 R2 166 0.0 0.414 9.2 LOS A 2.7 18.7 0.60 0.70 45.0

Approach 389 0.0 0.414 7.5 LOS A 2.7 18.7 0.60 0.70 45.1


4 L2 291 0.0 0.444 5.7 LOS A 2.2 15.2 0.20 0.60 51.9

5 T1 61 8.6 0.444 5.1 LOS A 2.2 15.2 0.20 0.60 52.6

6 R2 258 0.0 0.444 7.9 LOS A 2.2 15.2 0.20 0.60 52.5

Approach 609 0.9 0.444 6.6 LOS A 2.2 15.2 0.20 0.60 52.2

North: Access

7 L2 69 0.0 0.133 7.0 LOS A 0.9 6.2 0.55 0.61 52.1

8 T1 49 0.0 0.133 7.0 LOS A 0.9 6.2 0.55 0.61 52.8

9 R2 2 0.0 0.133 9.9 LOS A 0.9 6.2 0.55 0.61 52.4

Approach 121 0.0 0.133 7.1 LOS A 0.9 6.2 0.55 0.61 52.4


10 L2 1 0.0 0.090 7.6 LOS A 0.4 2.7 0.50 0.70 51.3

11 T1 55 9.6 0.090 7.1 LOS A 0.4 2.7 0.50 0.70 52.0

12 R2 20 0.0 0.090 9.7 LOS A 0.4 2.7 0.50 0.70 51.9

Approach 76 6.9 0.090 7.8 LOS A 0.4 2.7 0.50 0.70 51.9

All Vehicles 1196 0.9 0.444 7.0 LOS A 2.7 18.7 0.38 0.64 49.6










MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 1 0.0 0.733 45.2 LOS E 3.0 21.3 0.97 1.14 24.5

2 T1 38 0.0 0.733 78.2 LOS F 3.0 21.3 0.97 1.14 24.5

3 R2 28 0.0 0.733 99.8 LOS F 3.0 21.3 0.97 1.14 24.5

Approach 67 0.0 0.733 86.8 LOS F 3.0 21.3 0.97 1.14 24.5


4 L2 12 0.0 0.107 3.6 LOS A 0.0 0.0 0.00 0.06 41.1

5 T1 191 5.0 0.107 0.2 LOS A 0.0 0.0 0.00 0.06 41.5

6 R2 438 1.2 0.647 13.0 LOS B 4.7 33.5 0.82 1.22 35.1

Approach 640 2.3 0.647 9.0 NA 4.7 33.5 0.56 0.86 36.9


7 L2 552 2.1 1.937 858.8 LOS F 238.5 1693.8 1.00 13.69 3.8

8 T1 15 0.0 1.937 901.2 LOS F 238.5 1693.8 1.00 13.69 3.8

9 R2 177 0.6 1.937 922.5 LOS F 238.5 1693.8 1.00 13.69 3.8

Approach 743 1.7 1.937 874.8 LOS F 238.5 1693.8 1.00 13.69 3.8


10 L2 416 0.5 0.393 3.4 LOS A 0.0 0.1 0.00 0.24 39.4

11 T1 389 2.2 0.393 0.0 LOS A 0.0 0.1 0.00 0.24 39.2

12 R2 1 0.0 0.393 4.6 LOS A 0.0 0.1 0.00 0.24 45.6

Approach 806 1.3 0.393 1.8 NA 0.0 0.1 0.00 0.24 39.3

All Vehicles 2257 1.7 1.937 293.8 NA 238.5 1693.8 0.52 4.87 9.5









MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - PM (PD)

16S9023000Telopea Urban Renewal - Post-Development PMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 1 0.0 0.133 7.3 LOS A 0.4 3.0 0.85 0.92 42.2

2 T1 14 0.0 0.133 19.5 LOS C 0.4 3.0 0.85 0.92 42.4

3 R2 11 0.0 0.133 31.4 LOS D 0.4 3.0 0.85 0.92 42.3

Approach 25 0.0 0.133 24.0 LOS C 0.4 3.0 0.85 0.92 42.4


4 L2 29 0.0 0.263 4.6 LOS A 0.0 0.0 0.00 0.04 49.8

5 T1 477 1.5 0.263 0.1 LOS A 0.0 0.0 0.00 0.04 51.0

6 R2 367 0.6 0.266 5.7 LOS A 1.4 9.6 0.43 0.60 45.6

Approach 874 1.1 0.266 2.6 NA 1.4 9.6 0.18 0.28 48.5


7 L2 219 1.4 1.396 378.6 LOS F 100.0 703.7 1.00 5.00 7.8

8 T1 39 0.0 1.396 406.3 LOS F 100.0 703.7 1.00 5.00 7.9

9 R2 221 0.0 1.396 414.6 LOS F 100.0 703.7 1.00 5.00 7.8

Approach 479 0.7 1.396 397.5 LOS F 100.0 703.7 1.00 5.00 7.8


10 L2 135 0.0 0.137 4.6 LOS A 0.0 0.1 0.01 0.26 48.0

11 T1 143 4.4 0.137 0.0 LOS A 0.0 0.1 0.01 0.26 48.5

12 R2 1 0.0 0.137 6.9 LOS A 0.0 0.1 0.01 0.26 51.2

Approach 279 2.3 0.137 2.3 NA 0.0 0.1 0.01 0.26 48.3

All Vehicles 1657 1.1 1.396 117.0 NA 100.0 703.7 0.40 1.65 19.3









SITE LAYOUT

Site: Sturt Street/ Evans Road - AM (PD-Roundabout)



MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - AM (PD-Roundabout)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 1 0.0 0.101 9.6 LOS A 0.5 3.7 0.68 0.78 49.7

2 T1 38 0.0 0.101 9.2 LOS A 0.5 3.7 0.68 0.78 50.4

3 R2 28 0.0 0.101 12.1 LOS B 0.5 3.7 0.68 0.78 50.1

Approach 67 0.0 0.101 10.4 LOS B 0.5 3.7 0.68 0.78 50.3


4 L2 12 0.0 0.229 5.4 LOS A 1.6 11.6 0.54 0.53 44.2

5 T1 191 5.0 0.229 4.5 LOS A 1.6 11.6 0.54 0.53 38.7

6 R2 438 1.2 0.369 6.7 LOS A 3.1 22.1 0.57 0.62 37.3

Approach 640 2.3 0.369 6.0 LOS A 3.1 22.1 0.56 0.59 37.8


7 L2 552 2.1 0.848 12.9 LOS B 13.3 94.4 1.00 1.15 34.9

8 T1 15 0.0 0.848 12.1 LOS B 13.3 94.4 1.00 1.15 40.4

9 R2 177 0.6 0.848 15.0 LOS B 13.3 94.4 1.00 1.15 35.3

Approach 743 1.7 0.848 13.4 LOS B 13.3 94.4 1.00 1.15 35.1


10 L2 416 0.5 0.940 24.5 LOS C 22.5 159.2 1.00 1.68 31.5

11 T1 389 2.2 0.940 23.8 LOS C 22.5 159.2 1.00 1.68 31.8

12 R2 1 0.0 0.940 26.6 LOS C 22.5 159.2 1.00 1.68 35.8

Approach 806 1.3 0.940 24.2 LOS C 22.5 159.2 1.00 1.68 31.7











MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - PM (PD-roundabout)

16S9023000Telopea Urban Renewal - Post-Development PMRoundabout ConversionRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 1 0.0 0.051 12.8 LOS B 0.3 2.1 0.80 0.79 47.7

2 T1 14 0.0 0.051 12.4 LOS B 0.3 2.1 0.80 0.79 48.3

3 R2 11 0.0 0.051 15.3 LOS B 0.3 2.1 0.80 0.79 48.0

Approach 25 0.0 0.051 13.6 LOS B 0.3 2.1 0.80 0.79 48.2


4 L2 29 0.0 0.444 6.6 LOS A 3.5 25.1 0.62 0.62 48.3

5 T1 477 1.5 0.444 5.8 LOS A 3.5 25.1 0.62 0.62 46.0

6 R2 367 0.6 0.370 8.9 LOS A 2.7 18.8 0.60 0.70 44.3

Approach 874 1.1 0.444 7.1 LOS A 3.5 25.1 0.61 0.65 45.3


7 L2 219 1.4 0.407 5.2 LOS A 2.5 17.3 0.39 0.61 45.3

8 T1 39 0.0 0.407 4.6 LOS A 2.5 17.3 0.39 0.61 49.1

9 R2 221 0.0 0.407 7.5 LOS A 2.5 17.3 0.39 0.61 45.8

Approach 479 0.7 0.407 6.2 LOS A 2.5 17.3 0.39 0.61 45.8


10 L2 135 0.0 0.307 6.2 LOS A 1.7 11.8 0.55 0.67 45.3

11 T1 143 4.4 0.307 5.8 LOS A 1.7 11.8 0.55 0.67 45.9

12 R2 1 0.0 0.307 8.6 LOS A 1.7 11.8 0.55 0.67 48.7

Approach 279 2.3 0.307 6.0 LOS A 1.7 11.8 0.55 0.67 45.6











MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 51 4.2 0.400 4.6 LOS A 0.0 0.0 0.00 0.03 49.2

2 T1 791 0.5 0.400 0.1 LOS A 0.0 0.0 0.00 0.03 49.8

Approach 841 0.8 0.400 0.3 NA 0.0 0.0 0.00 0.03 49.7


8 T1 40 18.4 0.144 5.4 LOS A 0.7 5.6 0.69 0.57 44.7

9 R2 73 8.7 0.144 10.4 LOS B 0.7 5.6 0.69 0.57 44.0

Approach 113 12.1 0.144 8.6 NA 0.7 5.6 0.69 0.57 44.2


10 L2 187 5.1 0.784 18.0 LOS C 5.8 42.2 0.89 1.38 39.0

12 R2 201 2.6 0.784 21.3 LOS C 5.8 42.2 0.89 1.38 38.9

Approach 388 3.8 0.784 19.7 LOS C 5.8 42.2 0.89 1.38 39.0

All Vehicles 1342 2.6 0.784 6.6 NA 5.8 42.2 0.32 0.47 45.6









MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - PM (PD)

16S9023000Telopea Urban Renewal - Post-Development PMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 161 0.0 0.191 4.6 LOS A 0.0 0.0 0.00 0.22 48.3

2 T1 236 0.0 0.191 0.0 LOS A 0.0 0.0 0.00 0.22 48.7

Approach 397 0.0 0.191 1.9 NA 0.0 0.0 0.00 0.22 48.5


8 T1 344 0.9 0.280 1.0 LOS A 1.3 9.5 0.34 0.18 48.2

9 R2 134 4.7 0.280 6.6 LOS A 1.3 9.5 0.34 0.18 47.5

Approach 478 2.0 0.280 2.6 NA 1.3 9.5 0.34 0.18 48.0


10 L2 115 7.3 0.294 5.8 LOS A 1.2 8.8 0.44 0.69 44.6

12 R2 115 0.0 0.294 10.1 LOS B 1.2 8.8 0.44 0.69 44.5

Approach 229 3.7 0.294 8.0 LOS A 1.2 8.8 0.44 0.69 44.6

All Vehicles 1104 1.6 0.294 3.4 NA 1.3 9.5 0.24 0.30 47.5









SITE LAYOUT

Site: Adderton Road/ New Link Road - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMAdderton Road/ New Link RoadGiveway / Yield (Two-Way)

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Friday, 24 June 2016 2:47:37 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-New Link Roads.sip6

MOVEMENT SUMMARY

Site: Adderton Road/ New Link Road - AM (PD)

16S9023000Telopea Urban Renewal - Post-Development AMAdderton Road/ New Link RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 451 2.3 0.250 0.8 LOS A 0.6 4.0 0.13 0.03 58.7

3 R2 22 0.0 0.250 12.1 LOS B 0.6 4.0 0.13 0.03 54.0

Approach 473 2.2 0.250 1.3 NA 0.6 4.0 0.13 0.03 58.6

East: New Link Road (E)

4 L2 5 0.0 0.181 10.4 LOS B 0.5 3.8 0.83 0.93 38.9

6 R2 42 0.0 0.181 19.2 LOS C 0.5 3.8 0.83 0.93 38.7

Approach 47 0.0 0.181 18.2 LOS C 0.5 3.8 0.83 0.93 38.7


7 L2 28 0.0 0.403 5.6 LOS A 0.0 0.0 0.00 0.02 31.6

8 T1 814 2.3 0.403 0.1 LOS A 0.0 0.0 0.00 0.02 59.7

Approach 842 2.3 0.403 0.2 NA 0.0 0.0 0.00 0.02 58.6

All Vehicles 1362 2.2 0.403 1.2 NA 0.6 4.0 0.07 0.06 58.0








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Friday, 24 June 2016 2:47:38 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\160309-Telopea Urban Renewal-New Link Roads.sip6

MOVEMENT SUMMARY

Site: Adderton Road/ New Link Road - PM (PD)

16S9023000Telopea Urban Renewal - Post-Development PMAdderton Road/ New Link RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 856 2.5 0.432 0.1 LOS A 0.4 3.2 0.05 0.02 59.6

3 R2 27 0.0 0.432 7.8 LOS A 0.4 3.2 0.05 0.02 55.2

Approach 883 2.4 0.432 0.4 NA 0.4 3.2 0.05 0.02 59.5


4 L2 27 0.0 0.127 6.7 LOS A 0.4 2.8 0.57 0.74 43.5

6 R2 27 0.0 0.127 17.8 LOS C 0.4 2.8 0.57 0.74 43.3

Approach 55 0.0 0.127 12.3 LOS B 0.4 2.8 0.57 0.74 43.4


7 L2 23 0.0 0.173 5.6 LOS A 0.0 0.0 0.00 0.04 31.6

8 T1 337 2.5 0.173 0.0 LOS A 0.0 0.0 0.00 0.04 59.6

Approach 360 2.3 0.173 0.4 NA 0.0 0.0 0.00 0.04 57.6

All Vehicles 1298 2.3 0.432 0.9 NA 0.4 3.2 0.06 0.06 58.4









SITE LAYOUT

Site: Adderton Road/ New Link Road - AM (PD-signals)

16s9023000Telopea Urban Renewal - Post-Development AMSignal ConversionSignals - Fixed Time Isolated

MOVEMENT SUMMARY

Site: Adderton Road/ New Link Road - AM (PD-signals)

16s9023000Telopea Urban Renewal - Post-Development AMSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 451 2.3 0.374 4.8 LOS A 6.1 43.8 0.48 0.43 55.4

3 R2 22 0.0 0.374 10.3 LOS B 6.1 43.8 0.48 0.43 49.4

Approach 473 2.2 0.374 5.0 LOS A 6.1 43.8 0.48 0.43 55.2


4 L2 5 0.0 0.255 34.4 LOS C 1.4 9.6 0.96 0.73 30.3

6 R2 42 0.0 0.255 34.4 LOS C 1.4 9.6 0.96 0.73 30.2

Approach 47 0.0 0.255 34.4 LOS C 1.4 9.6 0.96 0.73 30.2


7 L2 28 0.0 0.576 10.4 LOS B 12.4 88.2 0.54 0.50 29.6

8 T1 814 2.3 0.576 4.9 LOS A 12.4 88.2 0.54 0.50 55.4

Approach 842 2.3 0.576 5.0 LOS A 12.4 88.2 0.54 0.50 54.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued










MOVEMENT SUMMARY

Site: Adderton Road/ New Link Road - PM (PD-signals)

16S9023000Telopea Urban RenewalSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 856 2.5 0.627 5.2 LOS A 13.8 98.7 0.58 0.54 55.1

3 R2 27 0.0 0.627 10.7 LOS B 13.8 98.7 0.58 0.54 49.1

Approach 883 2.4 0.627 5.3 LOS A 13.8 98.7 0.58 0.54 55.0


4 L2 27 0.0 0.295 34.6 LOS C 1.6 11.2 0.96 0.74 30.2

6 R2 27 0.0 0.295 34.5 LOS C 1.6 11.2 0.96 0.74 30.1

Approach 55 0.0 0.295 34.6 LOS C 1.6 11.2 0.96 0.74 30.2


7 L2 23 0.0 0.247 9.0 LOS A 3.8 27.1 0.39 0.36 30.1

8 T1 337 2.5 0.247 3.5 LOS A 3.8 27.1 0.39 0.36 56.4

Approach 360 2.3 0.247 3.8 LOS A 3.8 27.1 0.39 0.36 54.5










DemandFlow

AverageDelay

Level ofService

Prop. Queued










SITE LAYOUT

Site: Sturt Street/ New Link Road - AM (PD)

16S9023000Telopea Urban RenewalSturt Street/ New Link RoadGiveway / Yield (Two-Way)

MOVEMENT SUMMARY

Site: Sturt Street/ New Link Road - AM (PD)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Sturt Street (S)

1 L2 40 0.0 0.047 5.5 LOS A 0.0 0.0 0.00 0.24 56.3

2 T1 57 0.0 0.047 0.0 LOS A 0.0 0.0 0.00 0.24 57.8

Approach 97 0.0 0.047 2.3 NA 0.0 0.0 0.00 0.24 57.2

North: Sturt Street (N)

8 T1 51 0.0 0.028 0.0 LOS A 0.0 0.3 0.05 0.07 59.2

9 R2 6 0.0 0.028 5.8 LOS A 0.0 0.3 0.05 0.07 57.3

Approach 57 0.0 0.028 0.7 NA 0.0 0.3 0.05 0.07 59.0

West: New Link Road (E)

10 L2 2 0.0 0.043 5.7 LOS A 0.1 1.0 0.20 0.56 53.0

12 R2 48 0.0 0.043 6.0 LOS A 0.1 1.0 0.20 0.56 52.8

Approach 51 0.0 0.043 5.9 LOS A 0.1 1.0 0.20 0.56 52.8

All Vehicles 204 0.0 0.047 2.7 NA 0.1 1.0 0.06 0.27 56.5









MOVEMENT SUMMARY

Site: Sturt Street/ New Link Road - PM (PD)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 55 0.0 0.056 5.5 LOS A 0.0 0.0 0.00 0.28 56.0

2 T1 62 0.0 0.056 0.0 LOS A 0.0 0.0 0.00 0.28 57.5

Approach 117 0.0 0.056 2.6 NA 0.0 0.0 0.00 0.28 56.8


8 T1 38 0.0 0.019 0.0 LOS A 0.0 0.0 0.01 0.02 59.8

9 R2 1 0.0 0.019 5.8 LOS A 0.0 0.0 0.01 0.02 57.9

Approach 39 0.0 0.019 0.2 NA 0.0 0.0 0.01 0.02 59.7


10 L2 1 0.0 0.044 5.7 LOS A 0.1 1.0 0.20 0.56 53.0

12 R2 51 0.0 0.044 5.9 LOS A 0.1 1.0 0.20 0.56 52.8

Approach 52 0.0 0.044 5.9 LOS A 0.1 1.0 0.20 0.56 52.8

All Vehicles 207 0.0 0.056 3.0 NA 0.1 1.0 0.05 0.30 56.3









SITE LAYOUT

Site: Sturt Street/ New Link Road - AM (PD-signals)

16s9023000Telopea Urban RenewalSignal ConversionSignals - Fixed Time Isolated

MOVEMENT SUMMARY

Site: Sturt Street/ New Link Road - AM (PD-signals)

16s9023000Telopea Urban RenewalSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 40 0.0 0.093 14.0 LOS B 1.5 10.4 0.55 0.55 49.8

2 T1 57 0.0 0.093 8.4 LOS A 1.5 10.4 0.55 0.55 51.0

Approach 97 0.0 0.093 10.7 LOS B 1.5 10.4 0.55 0.55 50.5


8 T1 51 0.0 0.058 8.3 LOS A 0.9 6.0 0.54 0.45 52.3

9 R2 6 0.0 0.058 13.8 LOS B 0.9 6.0 0.54 0.45 50.9

Approach 57 0.0 0.058 8.9 LOS A 0.9 6.0 0.54 0.45 52.2


10 L2 2 0.0 0.091 22.0 LOS C 1.1 7.6 0.75 0.72 43.2

12 R2 48 0.0 0.091 22.0 LOS C 1.1 7.6 0.75 0.72 43.0

Approach 51 0.0 0.091 22.0 LOS C 1.1 7.6 0.75 0.72 43.0










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P3 North Full Crossing 53 20.1 LOS C 0.1 0.1 0.82 0.82

P4 West Full Crossing 53 10.2 LOS B 0.1 0.1 0.58 0.58






MOVEMENT SUMMARY

Site: Sturt Street/ New Link Road - PM (PD-signals)

16S9023000Telopea Urban RenewalSignal ConversionSignals - Fixed Time Isolated Cycle Time = 60 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 55 0.0 0.106 12.9 LOS B 1.7 11.8 0.52 0.55 50.3

2 T1 62 0.0 0.106 7.4 LOS A 1.7 11.8 0.52 0.55 51.5

Approach 117 0.0 0.106 10.0 LOS B 1.7 11.8 0.52 0.55 50.9


8 T1 38 0.0 0.035 7.1 LOS A 0.5 3.7 0.50 0.38 53.6

9 R2 1 0.0 0.035 12.6 LOS B 0.5 3.7 0.50 0.38 52.1

Approach 39 0.0 0.035 7.2 LOS A 0.5 3.7 0.50 0.38 53.6


10 L2 1 0.0 0.104 23.8 LOS C 1.2 8.1 0.79 0.72 42.3

12 R2 51 0.0 0.104 23.7 LOS C 1.2 8.1 0.79 0.72 42.2

Approach 52 0.0 0.104 23.7 LOS C 1.2 8.1 0.79 0.72 42.2










DemandFlow

AverageDelay

Level ofService

Prop. Queued




P4 West Full Crossing 53 9.1 LOS A 0.0 0.0 0.55 0.55






16S1627000 // 27/04/17



SIDRA Intersection Results (External Intersections)

Appendix C

SITE LAYOUT

Site: Pennant Hills Road/ Adderton Road - AM

16S9023000Telopea Urban Renewal - Existing AM7:45AM-8:45AMSignals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Thursday, 21 July 2016 2:59:30 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Existing\160309-TelopeaUrban Renewal-External-Existing - (745-845_445-545).sip6

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - Existing AM7:45AM-8:45AMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 20 15.8 0.773 67.7 LOS E 12.0 86.0 1.00 0.89 26.6

3 R2 345 1.2 0.773 67.9 LOS E 12.0 86.0 1.00 0.89 26.7

Approach 365 2.0 0.773 67.9 LOS E 12.0 86.0 1.00 0.89 26.7

East: Pennant Hills Road (E)

4 L2 465 0.7 0.773 20.9 LOS B 42.3 303.6 0.72 0.75 42.7

5 T1 1512 4.9 0.773 15.8 LOS B 42.3 303.6 0.74 0.72 47.0

Approach 1977 3.9 0.773 17.0 LOS B 42.3 303.6 0.74 0.73 45.9

West: Pennant Hills Road (W)

11 T1 1129 4.5 0.390 4.9 LOS A 11.2 81.2 0.35 0.31 55.6

12 R2 87 1.2 0.696 74.1 LOS F 5.8 41.2 1.00 0.82 25.8

Approach 1217 4.2 0.696 9.8 LOS A 11.2 81.2 0.39 0.35 51.3










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P1 South Full Crossing 5 10.8 LOS B 0.0 0.0 0.41 0.41

P4 West Full Crossing 22 59.2 LOS E 0.1 0.1 0.95 0.95

All Pedestrians 27 49.9 LOS E 0.85 0.85




SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Friday, 15 July 2016 4:36:36 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Existing\160309-TelopeaUrban Renewal-External-Existing - (745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Adderton Road - PM

16S9023000Telopea Urban Renewal - Existing PM4:45PM-5:45PMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 20 0.0 0.708 55.0 LOS D 17.1 119.8 0.98 0.85 29.5

3 R2 555 0.2 0.708 55.3 LOS D 17.1 119.8 0.98 0.85 29.5

Approach 575 0.2 0.708 55.3 LOS D 17.1 119.8 0.98 0.85 29.5


4 L2 262 0.4 0.728 25.0 LOS B 37.6 271.6 0.76 0.74 41.1

5 T1 1407 5.1 0.728 19.8 LOS B 37.6 271.6 0.77 0.73 44.9

Approach 1669 4.4 0.728 20.6 LOS B 37.6 271.6 0.77 0.73 44.2


11 T1 1445 3.5 0.562 11.1 LOS A 23.0 165.9 0.56 0.51 50.8

12 R2 55 1.9 0.658 77.2 LOS F 3.7 26.5 1.00 0.79 25.2

Approach 1500 3.4 0.658 13.5 LOS A 23.0 165.9 0.57 0.52 49.0










DemandFlow

AverageDelay

Level ofService

Prop. Queued





All Pedestrians 22 29.5 LOS C 0.65 0.65




SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Monday, 4 July 2016 3:16:18 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Existing\160309-TelopeaUrban Renewal-External-Existing - (745-845_445-545).sip6

SITE LAYOUT

Site: Pennant Hills Road/ Coleman Avenue - AM



MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hSouth: Coleman Avenue (S)

1 L2 53 6.0 0.154 51.8 LOS D 2.8 20.5 0.87 0.73 30.2

2 T1 21 0.0 0.618 54.2 LOS D 8.7 61.5 0.97 0.81 27.9

3 R2 125 0.8 0.618 58.7 LOS E 8.7 61.5 0.97 0.81 28.9

Approach 199 2.1 0.618 56.4 LOS D 8.7 61.5 0.94 0.79 29.1


4 L2 34 9.4 0.639 15.9 LOS B 28.1 204.7 0.57 0.54 46.7

5 T1 1545 4.6 0.639 9.6 LOS A 28.1 204.7 0.54 0.50 51.8

6 R2 42 0.0 0.275 24.1 LOS B 1.5 10.7 0.57 0.72 40.0

Approach 1621 4.6 0.639 10.1 LOS A 28.1 204.7 0.54 0.51 51.2

North: Coleman Avenue (N)

7 L2 19 0.0 0.054 50.5 LOS D 1.0 6.8 0.85 0.69 30.7

8 T1 43 0.0 0.224 49.0 LOS D 3.7 26.1 0.89 0.72 29.6

9 R2 25 0.0 0.224 53.6 LOS D 3.7 26.1 0.89 0.72 30.8

Approach 87 0.0 0.224 50.7 LOS D 3.7 26.1 0.88 0.71 30.1


10 L2 3 0.0 0.543 14.6 LOS B 21.1 157.0 0.51 0.47 47.6

11 T1 1439 7.6 0.543 9.0 LOS A 21.1 157.0 0.50 0.46 52.3

12 R2 1 100.0 0.018 27.0 LOS B 0.0 0.5 0.54 0.64 38.7

Approach 1443 7.7 0.543 9.1 LOS A 21.1 157.0 0.50 0.46 52.2










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P1 South Full Crossing 11 8.5 LOS A 0.0 0.0 0.36 0.36

P3 North Full Crossing 5 8.1 LOS A 0.0 0.0 0.35 0.35







MOVEMENT SUMMARY

Site: Pennant Hills Road/ Coleman Avenue - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 60 1.8 0.236 59.1 LOS E 3.4 24.5 0.93 0.75 28.6

2 T1 23 0.0 0.617 62.7 LOS E 6.4 45.5 1.00 0.81 26.3

3 R2 78 1.4 0.617 67.3 LOS E 6.4 45.5 1.00 0.81 27.2

Approach 161 1.3 0.617 63.6 LOS E 6.4 45.5 0.97 0.79 27.5


4 L2 86 2.4 0.662 13.0 LOS A 28.1 203.2 0.51 0.51 48.3

5 T1 1656 4.0 0.662 6.8 LOS A 28.1 203.2 0.47 0.45 53.8

6 R2 46 0.0 0.329 19.9 LOS B 1.5 10.8 0.52 0.71 41.8

Approach 1788 3.8 0.662 7.5 LOS A 28.1 203.2 0.47 0.46 53.1


7 L2 21 0.0 0.103 57.7 LOS E 1.5 10.4 0.91 0.70 29.1

8 T1 57 3.7 0.456 58.5 LOS E 5.3 38.0 0.97 0.77 27.4

9 R2 36 0.0 0.456 63.5 LOS E 5.3 38.0 0.97 0.77 28.3

Approach 114 1.9 0.456 59.9 LOS E 5.3 38.0 0.96 0.76 28.0


10 L2 1 0.0 0.544 11.8 LOS A 19.9 142.7 0.43 0.40 49.5

11 T1 1597 3.0 0.544 6.2 LOS A 19.9 142.7 0.43 0.40 54.4

12 R2 1 100.0 0.020 23.1 LOS B 0.0 0.5 0.49 0.63 40.3

Approach 1599 3.1 0.544 6.2 LOS A 19.9 142.7 0.43 0.40 54.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued






All Pedestrians 98 38.7 LOS D 0.70 0.70





SITE LAYOUT

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - AM

16S9023000Telopea Urban Renewal - Existing AM7:45AM-8:45AMGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - Existing AM7:45AM-8:45AMGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 197 1.1 0.256 7.9 LOS A 1.1 7.6 0.55 0.76 47.6

3 R2 96 3.3 0.912 66.4 LOS E 3.1 22.5 0.99 1.28 26.9

Approach 293 1.8 0.912 27.0 LOS B 3.1 22.5 0.70 0.93 38.1


4 L2 326 1.3 0.457 5.6 LOS A 0.0 0.0 0.00 0.23 56.2

5 T1 1389 5.0 0.457 0.1 LOS A 0.0 0.0 0.00 0.09 59.1

Approach 1716 4.3 0.457 1.1 NA 0.0 0.0 0.00 0.11 58.5

North: Lloyds Avenue (N)

7 L2 108 2.9 0.172 8.9 LOS A 0.6 4.6 0.58 0.80 47.0

Approach 108 2.9 0.172 8.9 LOS A 0.6 4.6 0.58 0.80 47.0


11 T1 1277 8.2 0.345 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

12 R2 252 2.1 0.872 41.9 LOS C 5.5 39.5 0.98 1.39 33.3

Approach 1528 7.2 0.872 6.9 NA 5.5 39.5 0.16 0.23 53.0

All Vehicles 3645 5.3 0.912 5.9 NA 5.5 39.5 0.14 0.25 53.5








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 21 July 2016 3:03:13 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Existing\160309-TelopeaUrban Renewal-External-Existing - (745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - PM

16S9023000Telopea Urban Renewal - Existing PM4:45PM-5:45PMGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 359 0.6 0.491 10.3 LOS A 3.2 22.6 0.66 0.97 46.2

3 R2 91 1.2 0.862 57.5 LOS E 2.7 18.8 0.99 1.20 28.8

Approach 449 0.7 0.862 19.8 LOS B 3.2 22.6 0.72 1.01 41.2


4 L2 267 1.6 0.447 5.6 LOS A 0.0 0.0 0.00 0.19 56.5

5 T1 1415 4.7 0.447 0.1 LOS A 0.0 0.0 0.00 0.08 59.2

Approach 1682 4.2 0.447 1.0 NA 0.0 0.0 0.00 0.09 58.7


7 L2 53 0.0 0.098 9.8 LOS A 0.3 2.4 0.62 0.82 46.5

Approach 53 0.0 0.098 9.8 LOS A 0.3 2.4 0.62 0.82 46.5


11 T1 1543 3.2 0.404 0.1 LOS A 0.0 0.0 0.00 0.00 59.9

12 R2 131 0.0 0.412 19.9 LOS B 1.4 10.1 0.89 1.01 41.8

Approach 1674 3.0 0.412 1.6 NA 1.4 10.1 0.07 0.08 57.9

All Vehicles 3858 3.2 0.862 3.6 NA 3.2 22.6 0.12 0.20 55.4








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 20 July 2016 5:01:59 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Existing\160309-TelopeaUrban Renewal-External-Existing - (745-845_445-545).sip6

SITE LAYOUT

Site: Kissing Point Road/ Sturt Street - AM



MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate


veh/h % v/c sec veh m per veh km/hEast: Kissing Point Road (E)

5 T1 1207 2.9 0.297 6.8 LOS A 8.5 60.9 0.40 0.35 61.9

6 R2 111 0.0 0.581 40.4 LOS C 6.5 45.7 1.00 0.88 35.4

Approach 1318 2.6 0.581 9.6 LOS A 8.5 60.9 0.45 0.40 58.3


7 L2 107 2.0 0.578 51.2 LOS D 11.7 83.5 0.95 0.82 31.2

9 R2 313 3.0 0.578 52.3 LOS D 11.7 83.5 0.96 0.82 30.8

Approach 420 2.8 0.578 52.0 LOS D 11.7 83.5 0.96 0.82 30.9

West: Kissing Point Road (W)

10 L2 266 5.5 0.598 21.4 LOS B 23.4 169.2 0.65 0.68 45.3

11 T1 1805 2.7 0.598 15.2 LOS B 24.7 176.9 0.66 0.62 53.7

Approach 2072 3.1 0.598 16.0 LOS B 24.7 176.9 0.66 0.63 52.5










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P2 East Full Crossing 27 54.2 LOS E 0.1 0.1 0.95 0.95

P3 North Full Crossing 7 12.2 LOS B 0.0 0.0 0.45 0.45






MOVEMENT SUMMARY

Site: Kissing Point Road/ Sturt Street - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 2112 1.6 0.476 5.4 LOS A 14.8 104.9 0.40 0.36 63.4

6 R2 206 1.0 0.498 34.1 LOS C 10.6 74.6 0.93 0.91 37.7

Approach 2318 1.5 0.498 8.0 LOS A 14.8 104.9 0.45 0.41 59.8


7 L2 69 1.5 0.493 55.4 LOS D 7.4 53.0 0.96 0.80 30.1

9 R2 185 3.4 0.493 57.1 LOS E 7.4 53.0 0.97 0.79 29.6

Approach 255 2.9 0.493 56.6 LOS E 7.4 53.0 0.97 0.79 29.8


10 L2 197 4.3 0.495 22.8 LOS B 18.1 129.0 0.64 0.66 44.6

11 T1 1417 1.2 0.495 16.5 LOS B 18.8 133.1 0.65 0.60 52.7

Approach 1614 1.6 0.495 17.3 LOS B 18.8 133.1 0.65 0.61 51.6










DemandFlow

AverageDelay

Level ofService

Prop. Queued










SITE LAYOUT

Site: Kissing Point Road/ Adderton Road - AM



MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1383 3.2 0.374 10.2 LOS A 12.3 88.4 0.50 0.44 51.4

6 R2 160 0.7 0.764 65.8 LOS E 9.8 68.8 1.00 0.88 27.6

Approach 1543 2.9 0.764 16.0 LOS B 12.3 88.4 0.55 0.49 47.2


7 L2 264 1.2 0.427 29.5 LOS C 10.3 72.5 0.72 0.75 37.6

9 R2 579 1.5 0.747 50.3 LOS D 19.1 135.6 0.95 0.86 30.8

Approach 843 1.4 0.747 43.8 LOS D 19.1 135.6 0.88 0.83 32.6


10 L2 289 2.9 0.770 30.5 LOS C 32.6 234.2 0.88 0.83 39.4

11 T1 1828 3.5 0.770 26.7 LOS B 33.6 242.3 0.89 0.81 41.6

Approach 2118 3.4 0.770 27.2 LOS B 33.6 242.3 0.89 0.82 41.3










DemandFlow

AverageDelay

Level ofService

Prop. Queued





P3S North Slip/Bypass Lane Crossing 5 17.1 LOS B 0.0 0.0 0.53 0.53

P4S West Slip/Bypass Lane Crossing 5 17.1 LOS B 0.0 0.0 0.53 0.53






MOVEMENT SUMMARY

Site: Kissing Point Road/ Adderton Road - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1972 1.8 0.434 4.2 LOS A 12.0 85.2 0.34 0.31 56.2

6 R2 311 0.7 0.692 50.1 LOS D 16.7 117.4 0.97 0.85 31.3

Approach 2282 1.7 0.692 10.4 LOS A 16.7 117.4 0.43 0.39 50.7


7 L2 158 0.0 0.191 28.6 LOS C 5.8 40.9 0.68 0.72 37.9

9 R2 258 2.0 0.650 62.6 LOS E 7.6 54.1 1.00 0.82 27.9

Approach 416 1.3 0.650 49.7 LOS D 7.6 54.1 0.88 0.78 31.0


10 L2 536 5.1 0.677 21.6 LOS B 24.7 179.0 0.77 0.79 42.5

11 T1 1427 0.3 0.677 23.8 LOS B 28.3 198.8 0.82 0.75 43.0

Approach 1963 1.6 0.677 23.2 LOS B 28.3 198.8 0.80 0.76 42.8










DemandFlow

AverageDelay

Level ofService

Prop. Queued












SITE LAYOUT


16S9023000Telopea Urban Renewal - Post-Development AM7:45AM-8:45AMSignals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Thursday, 21 July 2016 1:40:02 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - Post-Development AM7:45AM-8:45AMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 238 1.3 0.981 98.8 LOS F 32.4 228.8 1.00 1.11 21.8

3 R2 463 0.9 0.981 99.6 LOS F 32.4 228.8 1.00 1.11 21.7

Approach 701 1.1 0.981 99.3 LOS F 32.4 228.8 1.00 1.11 21.7


4 L2 488 0.6 0.990 74.1 LOS F 96.7 692.7 1.00 1.14 26.4

5 T1 1726 4.3 0.990 71.0 LOS F 96.7 692.7 1.00 1.18 27.5

Approach 2215 3.5 0.990 71.7 LOS F 96.7 692.7 1.00 1.17 27.3


11 T1 1129 4.5 0.419 7.5 LOS A 13.9 101.0 0.43 0.39 53.4

12 R2 180 0.6 0.989 106.6 LOS F 15.3 107.8 1.00 1.08 21.0

Approach 1309 3.9 0.989 21.1 LOS B 15.3 107.8 0.51 0.48 44.0

All Vehicles 4225 3.2 0.990 60.6 LOS E 96.7 692.7 0.85 0.95 29.5









DemandFlow

AverageDelay

Level ofService

Prop. Queued









SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 21 July 2016 1:47:39 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Adderton Road - PM

16S9023000Telopea Urban Renewal - Post-Development PM4:45PM-5:45PMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 105 0.0 1.094 174.9 LOS F 41.9 293.3 1.00 1.33 15.0

3 R2 611 0.2 1.094 174.9 LOS F 41.9 293.3 1.00 1.33 15.0

Approach 716 0.1 1.094 174.9 LOS F 41.9 293.3 1.00 1.33 15.0


4 L2 354 0.3 1.108 175.2 LOS F 114.6 824.0 1.00 1.53 15.3

5 T1 1461 4.9 1.108 169.7 LOS F 114.6 824.0 1.00 1.61 15.8

Approach 1815 4.0 1.108 170.8 LOS F 114.6 824.0 1.00 1.59 15.7


11 T1 1445 3.5 0.527 8.1 LOS A 19.6 141.4 0.48 0.44 53.0

12 R2 424 0.2 1.108 199.6 LOS F 51.5 361.4 1.00 1.29 13.7

Approach 1869 2.8 1.108 51.5 LOS D 51.5 361.4 0.59 0.63 32.1

All Vehicles 4400 2.8 1.108 120.8 LOS F 114.6 824.0 0.83 1.14 19.8









DemandFlow

AverageDelay

Level ofService

Prop. Queued









SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 20 July 2016 3:25:01 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

SITE LAYOUT




MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 211 1.5 0.591 43.1 LOS D 10.5 74.6 0.84 0.78 32.6

2 T1 21 0.0 0.784 53.6 LOS D 11.6 81.5 0.93 0.90 28.0

3 R2 167 0.6 0.784 58.2 LOS E 11.6 81.5 0.93 0.90 29.0

Approach 399 1.1 0.784 50.0 LOS D 11.6 81.5 0.88 0.84 30.7


4 L2 76 4.2 0.765 25.4 LOS B 40.1 291.5 0.80 0.75 41.6

5 T1 1545 4.6 0.765 18.6 LOS B 40.1 291.5 0.75 0.70 45.8

6 R2 42 0.0 0.245 49.0 LOS D 2.3 16.2 0.88 0.77 31.4

Approach 1663 4.5 0.765 19.7 LOS B 40.1 291.5 0.76 0.70 45.1


7 L2 19 0.0 0.039 34.3 LOS C 1.0 7.1 0.69 0.64 35.8

8 T1 43 0.0 0.172 40.8 LOS C 3.2 22.2 0.81 0.68 31.6

9 R2 25 0.0 0.172 47.0 LOS D 3.2 22.2 0.83 0.69 32.5

Approach 87 0.0 0.172 41.2 LOS C 3.2 22.2 0.79 0.67 32.7


10 L2 3 0.0 0.785 32.8 LOS C 38.8 288.3 0.88 0.81 38.5

11 T1 1506 7.3 0.785 27.2 LOS B 38.8 288.3 0.88 0.80 41.5

12 R2 1 100.0 0.021 57.7 LOS E 0.1 0.8 0.85 0.64 29.2

Approach 1511 7.3 0.785 27.2 LOS B 38.8 288.3 0.88 0.80 41.5










DemandFlow

AverageDelay

Level ofService

Prop. Queued










SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Friday, 15 July 2016 4:31:04 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Coleman Avenue - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 100 1.1 0.294 54.2 LOS D 5.5 38.9 0.91 0.77 29.7

2 T1 23 0.0 0.768 62.2 LOS E 9.3 65.5 1.00 0.90 26.3

3 R2 120 0.9 0.768 66.8 LOS E 9.3 65.5 1.00 0.90 27.2

Approach 243 0.9 0.768 61.2 LOS E 9.3 65.5 0.96 0.85 28.1


4 L2 255 0.8 0.784 17.7 LOS B 42.5 305.6 0.70 0.70 45.1

5 T1 1656 4.0 0.784 10.7 LOS A 42.5 305.6 0.62 0.60 50.5

6 R2 46 0.0 0.242 32.7 LOS C 2.1 14.5 0.73 0.75 36.5

Approach 1957 3.5 0.784 12.2 LOS A 42.5 305.6 0.63 0.61 49.3


7 L2 21 0.0 0.076 47.3 LOS D 1.5 10.6 0.82 0.68 31.9

8 T1 57 3.7 0.333 51.4 LOS D 4.8 34.2 0.91 0.74 28.9

9 R2 36 0.0 0.333 57.6 LOS E 4.8 34.2 0.93 0.75 29.7

Approach 114 1.9 0.333 52.6 LOS D 4.8 34.2 0.90 0.73 29.7


10 L2 1 0.0 0.670 21.7 LOS B 32.4 232.9 0.69 0.64 43.6

11 T1 1614 3.0 0.670 16.1 LOS B 32.4 232.9 0.69 0.64 47.5

12 R2 1 100.0 0.021 47.2 LOS D 0.1 0.7 0.75 0.65 31.9

Approach 1616 3.1 0.670 16.1 LOS B 32.4 232.9 0.69 0.64 47.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued











SITE LAYOUT


16S9023000Telopea Urban Renewal - Post-Development AM7:45AM-8:45AMGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - Post-Development AM7:45AM-8:45AMGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 197 1.1 0.250 7.7 LOS A 1.0 7.4 0.54 0.74 47.8

3 R2 148 2.1 1.414 415.5 LOS F 30.6 218.0 1.00 3.50 7.5

Approach 345 1.5 1.414 183.0 LOS F 30.6 218.0 0.74 1.93 14.5


4 L2 364 1.2 0.467 5.6 LOS A 0.0 0.0 0.00 0.25 56.1

5 T1 1389 5.0 0.467 0.1 LOS A 0.0 0.0 0.00 0.09 59.0

Approach 1754 4.2 0.467 1.2 NA 0.0 0.0 0.00 0.12 58.4


7 L2 108 2.9 0.198 10.1 LOS A 0.7 5.2 0.64 0.83 46.3

Approach 108 2.9 0.198 10.1 LOS A 0.7 5.2 0.64 0.83 46.3


11 T1 1465 7.2 0.393 0.1 LOS A 0.0 0.0 0.00 0.00 59.9

12 R2 252 2.1 0.934 57.3 LOS E 7.5 53.4 0.99 1.58 29.2

Approach 1717 6.4 0.934 8.4 NA 7.5 53.4 0.14 0.23 51.9

All Vehicles 3924 4.9 1.414 20.6 NA 30.6 218.0 0.15 0.35 43.9








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 21 July 2016 1:51:45 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - PM

16S9023000Telopea Urban Renewal - Post-Development PM4:45PM-5:45PMGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 359 0.6 0.466 9.6 LOS A 3.0 21.1 0.63 0.94 46.6

3 R2 135 0.8 1.283 304.3 LOS F 22.0 155.0 1.00 2.92 9.8

Approach 494 0.6 1.283 90.0 LOS F 22.0 155.0 0.73 1.48 23.0


4 L2 346 1.2 0.468 5.6 LOS A 0.0 0.0 0.00 0.23 56.2

5 T1 1415 4.7 0.468 0.1 LOS A 0.0 0.0 0.00 0.09 59.0

Approach 1761 4.0 0.468 1.2 NA 0.0 0.0 0.00 0.12 58.5


7 L2 53 0.0 0.101 10.2 LOS A 0.4 2.5 0.64 0.83 46.3

Approach 53 0.0 0.101 10.2 LOS A 0.4 2.5 0.64 0.83 46.3


11 T1 1591 3.1 0.416 0.1 LOS A 0.0 0.0 0.00 0.00 59.9

12 R2 131 0.0 0.474 23.4 LOS B 1.7 11.7 0.91 1.03 40.1

Approach 1721 2.9 0.474 1.8 NA 1.7 11.7 0.07 0.08 57.7

All Vehicles 4028 3.1 1.283 12.5 NA 22.0 155.0 0.13 0.28 48.8








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Wednesday, 20 July 2016 5:13:41 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Post Development w Existing Layout\160309-Telopea Urban Renewal-External-PD-(745-845_445-545).sip6

SITE LAYOUT




MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1207 2.9 0.346 12.3 LOS A 11.5 82.2 0.53 0.47 56.6

6 R2 226 0.0 0.834 71.5 LOS F 14.1 98.9 1.00 1.07 27.2

Approach 1434 2.4 0.834 21.6 LOS B 14.1 98.9 0.61 0.56 48.4


7 L2 472 0.4 0.881 53.7 LOS D 36.3 255.7 1.00 0.97 30.6

9 R2 577 1.6 0.881 58.1 LOS E 36.3 255.7 1.00 0.97 29.5

Approach 1048 1.1 0.881 56.1 LOS D 36.3 255.7 1.00 0.97 30.0


10 L2 333 4.4 0.875 45.6 LOS D 42.4 305.5 0.95 0.94 34.7

11 T1 1911 2.6 0.875 39.6 LOS C 44.6 319.0 0.97 0.97 39.5

Approach 2243 2.9 0.875 40.4 LOS C 44.6 319.0 0.97 0.96 38.7

All Vehicles 4725 2.3 0.881 38.2 LOS C 44.6 319.0 0.87 0.84 38.6









DemandFlow

AverageDelay

Level ofService

Prop. Queued










MOVEMENT SUMMARY

Site: Kissing Point Road/ Sturt Street - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 2112 1.6 0.456 4.0 LOS A 12.7 89.8 0.34 0.31 65.0

6 R2 597 0.4 0.825 48.4 LOS D 29.3 205.6 0.97 1.05 32.9

Approach 2708 1.3 0.825 13.8 LOS A 29.3 205.6 0.48 0.48 53.5


7 L2 302 0.3 0.959 78.9 LOS F 20.3 142.2 0.64 1.01 25.3

9 R2 141 4.5 0.784 67.2 LOS E 8.8 63.8 1.00 0.90 27.3

Approach 443 1.7 0.959 75.2 LOS F 20.3 142.2 0.76 0.97 25.9


10 L2 461 1.8 0.831 44.2 LOS D 33.7 239.4 0.95 0.91 34.5

11 T1 1443 1.2 0.831 38.2 LOS C 35.7 252.5 0.97 0.92 40.2

Approach 1904 1.3 0.831 39.7 LOS C 35.7 252.5 0.96 0.91 38.6










DemandFlow

AverageDelay

Level ofService

Prop. Queued










SITE LAYOUT




MOVEMENT SUMMARY





ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1647 2.7 0.475 13.7 LOS A 17.5 125.1 0.59 0.53 49.1

6 R2 160 0.7 0.823 69.3 LOS E 10.1 71.4 1.00 0.92 26.9

Approach 1807 2.5 0.823 18.6 LOS B 17.5 125.1 0.63 0.57 45.7


7 L2 323 1.0 0.530 27.5 LOS B 12.2 86.3 0.70 0.75 38.4

9 R2 755 1.1 0.858 55.6 LOS D 28.5 201.3 0.96 0.94 29.5

Approach 1078 1.1 0.858 47.1 LOS D 28.5 201.3 0.88 0.89 31.7


10 L2 358 2.4 0.852 38.7 LOS C 39.6 284.3 0.96 0.93 36.1

11 T1 1828 3.5 0.852 35.8 LOS C 40.7 293.5 0.96 0.93 37.7

Approach 2186 3.3 0.852 36.3 LOS C 40.7 293.5 0.96 0.93 37.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued












MOVEMENT SUMMARY

Site: Kissing Point Road/ Adderton Road - PM




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 2038 1.8 0.458 5.0 LOS A 13.6 96.8 0.38 0.35 55.5

6 R2 311 0.7 0.831 61.2 LOS E 19.1 134.7 1.00 0.93 28.6

Approach 2348 1.6 0.831 12.4 LOS A 19.1 134.7 0.46 0.42 49.4


7 L2 173 0.0 0.223 31.0 LOS C 6.7 47.1 0.71 0.73 37.0

9 R2 333 1.6 0.802 65.2 LOS E 11.4 81.0 1.00 0.91 27.3

Approach 505 1.0 0.802 53.5 LOS D 11.4 81.0 0.90 0.85 30.0


10 L2 738 3.7 0.631 22.5 LOS B 37.9 272.6 0.89 0.86 42.0

11 T1 1427 0.3 0.631 21.5 LOS B 37.9 272.6 0.79 0.72 44.2

Approach 2165 1.5 0.631 21.8 LOS B 37.9 272.6 0.82 0.77 43.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued












SITE LAYOUT

Site: Pennant Hills Road/ Adderton Road - AM(signal optimisation and extra west RT lane)

16S9023000Telopea Urban Renewal - Mitigating and Intersection Works AM7:45AM-8:45AMSignals - Fixed Time Isolated

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Thursday, 21 July 2016 2:55:24 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Mitigating Measures rev2\160309-Telopea Urban Renewal-External-Mit-(745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Adderton Road - AM(signal optimisation and extra west RT lane)

16S9023000Telopea Urban Renewal - Mitigating and Intersection Works AM7:45AM-8:45AMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 238 1.3 0.911 73.9 LOS F 27.5 194.2 1.00 1.00 25.6

3 R2 463 0.9 0.911 75.3 LOS F 27.5 194.2 1.00 1.00 25.4

Approach 701 1.1 0.911 74.9 LOS F 27.5 194.2 1.00 1.00 25.4


4 L2 488 0.6 0.951 51.8 LOS D 81.5 583.9 0.97 1.03 31.4

5 T1 1726 4.3 0.951 48.5 LOS D 81.5 583.9 0.99 1.07 33.1

Approach 2215 3.5 0.951 49.2 LOS D 81.5 583.9 0.98 1.06 32.7


11 T1 1129 4.5 0.845 15.3 LOS B 50.5 366.9 0.80 0.75 47.9

12 R2 180 0.6 0.845 79.9 LOS F 7.0 49.3 1.00 0.92 24.8

Approach 1309 3.9 0.845 24.2 LOS B 50.5 366.9 0.83 0.78 42.5

All Vehicles 4225 3.2 0.951 45.7 LOS D 81.5 583.9 0.94 0.96 33.5









DemandFlow

AverageDelay

Level ofService

Prop. Queued









SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Thursday, 21 July 2016 2:02:42 PMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Mitigating Measures rev2\160309-Telopea Urban Renewal-External-Mit-(745-845_445-545).sip6

MOVEMENT SUMMARY

Site: Pennant Hills Road/ Adderton Road - PM(signal optimisation and extra west RT lane)

16S9023000Telopea Urban Renewal - Mitigating and Intersection Works PM4:45PM-5:45PMSignals - Fixed Time Isolated Cycle Time = 130 seconds (User-Given Cycle Time)Variable Sequence Analysis applied. The results are given for the selected output sequence.



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 105 0.0 0.935 80.6 LOS F 28.1 196.6 1.00 1.03 24.5

3 R2 611 0.2 0.935 80.8 LOS F 28.1 196.6 1.00 1.03 24.4

Approach 716 0.1 0.935 80.8 LOS F 28.1 196.6 1.00 1.03 24.4


4 L2 354 0.3 0.967 69.8 LOS E 74.6 536.4 1.00 1.10 27.3

5 T1 1461 4.9 0.967 66.3 LOS E 74.6 536.4 1.00 1.13 28.5

Approach 1815 4.0 0.967 66.9 LOS E 74.6 536.4 1.00 1.13 28.3


11 T1 1445 3.5 0.949 44.7 LOS D 87.9 634.0 0.98 1.06 34.5

12 R2 424 0.2 0.949 88.1 LOS F 26.1 186.1 1.00 1.06 23.6

Approach 1869 2.8 0.949 54.5 LOS D 87.9 634.0 0.99 1.06 31.2

All Vehicles 4400 2.8 0.967 63.9 LOS E 87.9 634.0 0.99 1.08 28.7









DemandFlow

AverageDelay

Level ofService

Prop. Queued










SITE LAYOUT

Site: Pennant Hills Road/ Coleman Avenue - AM(signal optimisation)



MOVEMENT SUMMARY

Site: Pennant Hills Road/ Coleman Avenue - AM(signal optimisation)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 211 1.5 0.585 43.1 LOS D 10.5 74.6 0.84 0.78 32.6

2 T1 21 0.0 0.798 55.2 LOS D 11.7 82.6 0.94 0.91 27.7

3 R2 167 0.6 0.798 59.8 LOS E 11.7 82.6 0.94 0.91 28.6

Approach 399 1.1 0.798 50.8 LOS D 11.7 82.6 0.89 0.84 30.6


4 L2 76 4.2 0.788 25.9 LOS B 42.3 307.9 0.82 0.77 41.3

5 T1 1545 4.6 0.788 18.8 LOS B 42.3 307.9 0.76 0.70 45.7

6 R2 42 0.0 0.381 42.8 LOS D 2.2 15.2 0.79 0.77 33.2

Approach 1663 4.5 0.788 19.7 LOS B 42.3 307.9 0.76 0.71 45.1


7 L2 19 0.0 0.040 38.7 LOS C 1.0 6.8 0.74 0.66 34.2

8 T1 43 0.0 0.177 41.9 LOS C 3.3 23.1 0.83 0.69 31.3

9 R2 25 0.0 0.177 47.0 LOS D 3.3 23.1 0.83 0.69 32.5

Approach 87 0.0 0.177 42.7 LOS D 3.3 23.1 0.81 0.68 32.3


10 L2 3 0.0 0.667 23.3 LOS B 31.3 233.0 0.72 0.66 42.8

11 T1 1506 7.3 0.667 17.7 LOS B 31.3 233.0 0.71 0.65 46.5

12 R2 1 100.0 0.020 48.7 LOS D 0.1 0.7 0.77 0.64 31.5

Approach 1511 7.3 0.667 17.8 LOS B 31.3 233.0 0.71 0.65 46.5










DemandFlow

AverageDelay

Level ofService

Prop. Queued











MOVEMENT SUMMARY

Site: Pennant Hills Road/ Coleman Avenue - PM(signal optimisation)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 100 1.1 0.294 54.2 LOS D 5.5 38.9 0.91 0.77 29.7

2 T1 23 0.0 0.775 62.6 LOS E 9.3 65.8 1.00 0.91 26.2

3 R2 120 0.9 0.775 67.2 LOS E 9.3 65.8 1.00 0.91 27.1

Approach 243 0.9 0.775 61.4 LOS E 9.3 65.8 0.96 0.85 28.0


4 L2 255 0.8 0.800 18.0 LOS B 44.6 320.8 0.72 0.72 44.9

5 T1 1656 4.0 0.800 10.9 LOS A 44.6 320.8 0.62 0.60 50.5

6 R2 46 0.0 0.365 26.7 LOS B 1.9 13.0 0.62 0.74 38.8

Approach 1957 3.5 0.800 12.2 LOS A 44.6 320.8 0.64 0.62 49.3


7 L2 21 0.0 0.078 51.7 LOS D 1.4 9.8 0.86 0.69 30.6

8 T1 57 3.7 0.344 52.6 LOS D 5.0 35.8 0.92 0.75 28.7

9 R2 36 0.0 0.344 57.7 LOS E 5.0 35.8 0.93 0.75 29.7

Approach 114 1.9 0.344 54.0 LOS D 5.0 35.8 0.91 0.74 29.3


10 L2 1 0.0 0.585 14.6 LOS B 24.3 174.6 0.52 0.48 47.6

11 T1 1614 3.0 0.585 9.0 LOS A 24.3 174.6 0.52 0.48 52.3

12 R2 1 100.0 0.021 39.2 LOS C 0.0 0.6 0.68 0.65 34.3

Approach 1616 3.1 0.585 9.1 LOS A 24.3 174.6 0.52 0.48 52.2










DemandFlow

AverageDelay

Level ofService

Prop. Queued










SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 19 July 2016 9:37:27 AMProject: P:\16S9000-9099\16S9023000 Telopea Urban Renewal Master Planning Project\Modelling\SIDRA\External Intersections\Mitigating Measures rev2\160309-Telopea Urban Renewal-External-Mit-(745-845_445-545).sip6

SITE LAYOUT

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - AM(signal construction)



MOVEMENT SUMMARY

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - AM(signal construction)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 197 1.1 0.375 44.6 LOS D 10.0 70.5 0.85 0.79 32.2

3 R2 148 2.1 0.620 63.7 LOS E 9.2 65.3 1.00 0.81 27.5

Approach 345 1.5 0.620 52.8 LOS D 10.0 70.5 0.91 0.80 30.0


4 L2 364 1.2 0.743 22.6 LOS B 37.7 271.4 0.75 0.76 42.0

5 T1 1389 5.0 0.743 17.8 LOS B 38.2 278.9 0.76 0.72 45.9

Approach 1754 4.2 0.743 18.8 LOS B 38.2 278.9 0.76 0.73 45.0


7 L2 108 2.9 0.553 65.9 LOS E 6.8 48.4 0.99 0.79 27.1

Approach 108 2.9 0.553 65.9 LOS E 6.8 48.4 0.99 0.79 27.1


11 T1 1465 7.2 0.631 16.1 LOS B 28.3 210.5 0.67 0.62 47.5

12 R2 252 2.1 0.771 44.3 LOS D 12.9 92.1 1.00 0.98 32.7

Approach 1717 6.4 0.771 20.2 LOS B 28.3 210.5 0.72 0.67 44.5








The results of iterative calculations indicate a somewhat unstable solution. See the Diagnostics section in the Detailed Output report.



DemandFlow

AverageDelay

Level ofService

Prop. Queued











MOVEMENT SUMMARY

Site: Pennant Hills Road/ Evans Road/ Lloyds Avenue - PM(signal construction)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 359 0.6 0.787 52.2 LOS D 21.2 149.3 0.95 0.88 30.2

3 R2 135 0.8 0.474 59.6 LOS E 7.9 56.0 0.96 0.80 28.4

Approach 494 0.6 0.787 54.2 LOS D 21.2 149.3 0.95 0.86 29.7


4 L2 346 1.2 0.745 22.7 LOS B 37.9 272.9 0.75 0.75 42.0

5 T1 1415 4.7 0.745 17.8 LOS B 38.5 280.3 0.76 0.73 45.9

Approach 1761 4.0 0.745 18.8 LOS B 38.5 280.3 0.76 0.73 45.1


7 L2 53 0.0 0.335 67.2 LOS E 3.3 22.9 0.98 0.75 26.9

Approach 53 0.0 0.335 67.2 LOS E 3.3 22.9 0.98 0.75 26.9


11 T1 1591 3.1 0.668 16.7 LOS B 31.9 229.6 0.70 0.65 47.1

12 R2 131 0.0 0.515 28.2 LOS B 5.7 40.0 0.94 0.83 38.1

Approach 1721 2.9 0.668 17.6 LOS B 31.9 229.6 0.72 0.66 46.2











DemandFlow

AverageDelay

Level ofService

Prop. Queued











SITE LAYOUT

Site: Kissing Point Road/ Sturt Street - AM(signal optimisation)



MOVEMENT SUMMARY

Site: Kissing Point Road/ Sturt Street - AM(signal optimisation)

16S9023000Telopea Urban Renewal - Mitigating and Intersection Works AM7:45AM-8:45AMSignals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1207 2.9 0.400 18.2 LOS B 13.9 100.0 0.65 0.57 51.9

6 R2 226 0.0 0.292 27.8 LOS B 8.8 61.3 0.71 0.86 40.4

Approach 1434 2.4 0.400 19.7 LOS B 13.9 100.0 0.66 0.61 49.7


7 L2 472 0.4 0.759 40.0 LOS C 27.0 189.9 0.94 0.87 34.6

9 R2 577 1.6 0.759 40.1 LOS C 27.0 189.9 0.94 0.87 34.5

Approach 1048 1.1 0.759 40.1 LOS C 27.0 190.4 0.94 0.87 34.6


10 L2 333 4.4 0.750 30.2 LOS C 33.2 239.5 0.85 0.82 40.6

11 T1 1911 2.6 0.750 23.7 LOS B 34.2 244.7 0.85 0.78 47.7

Approach 2243 2.9 0.750 24.7 LOS B 34.2 244.7 0.85 0.79 46.5










DemandFlow

AverageDelay

Level ofService

Prop. Queued



P2 East Full Crossing 27 36.9 LOS D 0.1 0.1 0.78 0.78







MOVEMENT SUMMARY

Site: Kissing Point Road/ Sturt Street - PM(signal optimisation)

16S9023000Telopea Urban Renewal - Mitigating and Intersection Works PM4:45PM-5:45PMSignals - Fixed Time Isolated Cycle Time = 120 seconds (User-Given Cycle Time)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 2112 1.6 0.673 21.1 LOS B 29.3 208.0 0.78 0.71 49.9

6 R2 597 0.4 0.781 39.0 LOS C 25.0 175.5 0.93 1.04 35.9

Approach 2708 1.3 0.781 25.0 LOS B 29.3 208.0 0.81 0.78 45.9


7 L2 302 0.3 0.455 36.2 LOS C 13.5 94.7 0.82 0.80 35.9

9 R2 141 4.5 0.219 33.2 LOS C 5.7 41.4 0.74 0.74 36.6

Approach 443 1.7 0.455 35.2 LOS C 13.5 94.7 0.79 0.78 36.1


10 L2 461 1.8 0.614 26.4 LOS B 24.5 173.9 0.74 0.79 41.5

11 T1 1443 1.2 0.614 20.0 LOS B 25.5 180.2 0.74 0.68 50.2

Approach 1904 1.3 0.614 21.6 LOS B 25.5 180.2 0.74 0.71 47.8











DemandFlow

AverageDelay

Level ofService

Prop. Queued



P2 East Full Crossing 5 38.4 LOS D 0.0 0.0 0.80 0.80







SITE LAYOUT

Site: Kissing Point Road/ Adderton Road - AM(signal optimisation)



MOVEMENT SUMMARY

Site: Kissing Point Road/ Adderton Road - AM(signal optimisation)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 1647 2.7 0.475 13.7 LOS A 17.5 125.1 0.59 0.53 49.1

6 R2 160 0.7 0.823 69.3 LOS E 10.1 71.4 1.00 0.92 26.9

Approach 1807 2.5 0.823 18.6 LOS B 17.5 125.1 0.63 0.57 45.7


7 L2 323 1.0 0.530 27.5 LOS B 12.2 86.3 0.70 0.75 38.4

9 R2 755 1.1 0.858 55.6 LOS D 28.5 201.3 0.96 0.94 29.5

Approach 1078 1.1 0.858 47.1 LOS D 28.5 201.3 0.88 0.89 31.7


10 L2 358 2.4 0.852 38.7 LOS C 39.6 284.3 0.96 0.93 36.1

11 T1 1828 3.5 0.852 35.8 LOS C 40.7 293.5 0.96 0.93 37.7

Approach 2186 3.3 0.852 36.3 LOS C 40.7 293.5 0.96 0.93 37.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued












MOVEMENT SUMMARY

Site: Kissing Point Road/ Adderton Road - PM(signal optimisation)




ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 2038 1.8 0.458 5.0 LOS A 13.6 96.8 0.38 0.35 55.5

6 R2 311 0.7 0.831 61.2 LOS E 19.1 134.7 1.00 0.93 28.6

Approach 2348 1.6 0.831 12.4 LOS A 19.1 134.7 0.46 0.42 49.4


7 L2 173 0.0 0.223 31.0 LOS C 6.7 47.1 0.71 0.73 37.0

9 R2 333 1.6 0.802 65.2 LOS E 11.4 81.0 1.00 0.91 27.3

Approach 505 1.0 0.802 53.5 LOS D 11.4 81.0 0.90 0.85 30.0


10 L2 738 3.7 0.631 22.5 LOS B 37.9 272.6 0.89 0.86 42.0

11 T1 1427 0.3 0.631 21.5 LOS B 37.9 272.6 0.79 0.72 44.2

Approach 2165 1.5 0.631 21.8 LOS B 37.9 272.6 0.82 0.77 43.4










DemandFlow

AverageDelay

Level ofService

Prop. Queued












SITE LAYOUT

Site: Adderton Road/ Manson Street - AM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Created: Tuesday, 31 January 2017 4:56:44 PMProject: P:\16S1600-1699\16S1627000 LaHCR Ad Hoc Traffic and Transport Advice\Modelling\Post Development\160309-Telopea Urban Renewal-Internal - 0-5 Years.sip6

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-5 AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 411 0.3 0.495 8.9 LOS A 5.2 36.4 0.74 0.23 43.5

3 R2 125 3.4 0.495 17.9 LOS B 5.2 36.4 0.74 0.23 41.9

Approach 536 1.0 0.495 11.0 NA 5.2 36.4 0.74 0.23 43.1


4 L2 118 0.9 0.541 13.5 LOS A 2.4 16.8 0.84 1.08 37.7

6 R2 65 3.2 0.541 30.3 LOS C 2.4 16.8 0.84 1.08 37.6

Approach 183 1.7 0.541 19.5 LOS B 2.4 16.8 0.84 1.08 37.7


7 L2 255 0.8 0.495 4.6 LOS A 0.0 0.0 0.00 0.13 48.4

8 T1 773 1.8 0.495 0.1 LOS A 0.0 0.0 0.00 0.13 49.1

Approach 1027 1.5 0.495 1.2 NA 0.0 0.0 0.00 0.13 49.0

All Vehicles 1746 1.4 0.541 6.1 NA 5.2 36.4 0.32 0.26 45.8








SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: GTA CONSULTANTS | Processed: Tuesday, 31 January 2017 4:53:23 PMProject: P:\16S1600-1699\16S1627000 LaHCR Ad Hoc Traffic and Transport Advice\Modelling\Post Development\160309-Telopea Urban Renewal-Internal - 0-5 Years.sip6

MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - PM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 PMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 832 0.3 0.469 0.6 LOS A 1.7 11.8 0.17 0.06 49.1

3 R2 88 0.0 0.469 7.7 LOS A 1.7 11.8 0.17 0.06 48.2

Approach 920 0.2 0.469 1.3 NA 1.7 11.8 0.17 0.06 49.0


4 L2 49 0.0 0.517 9.9 LOS A 2.1 14.9 0.77 0.99 37.5

6 R2 112 0.0 0.517 24.4 LOS C 2.1 14.9 0.77 0.99 37.4

Approach 161 0.0 0.517 20.0 LOS C 2.1 14.9 0.77 0.99 37.4


7 L2 87 0.0 0.205 4.6 LOS A 0.0 0.0 0.00 0.11 48.7

8 T1 341 0.9 0.205 0.0 LOS A 0.0 0.0 0.00 0.11 49.3

Approach 428 0.7 0.205 0.9 NA 0.0 0.0 0.00 0.11 49.2

All Vehicles 1509 0.3 0.517 3.2 NA 2.1 14.9 0.19 0.17 47.7









SITE LAYOUT

Site: Sturt Street/ Manson Street/ Community Centre Access - AM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-5 AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 35 3.0 0.423 3.6 LOS A 2.1 14.6 0.30 0.51 38.2

2 T1 7 0.0 0.423 3.6 LOS A 2.1 14.6 0.30 0.51 38.5

3 R2 373 1.7 0.423 4.6 LOS A 2.1 14.6 0.30 0.51 38.3

Approach 415 1.8 0.423 4.5 LOS A 2.1 14.6 0.30 0.51 38.3


4 L2 85 3.7 0.060 5.6 LOS A 0.0 0.1 0.01 0.43 54.5

5 T1 31 17.2 0.060 0.0 LOS A 0.0 0.1 0.01 0.43 56.1

6 R2 1 0.0 0.060 5.8 LOS A 0.0 0.1 0.01 0.43 54.7

Approach 117 7.2 0.060 4.1 NA 0.0 0.1 0.01 0.43 54.9

North: Access

7 L2 9 0.0 0.012 5.7 LOS A 0.0 0.3 0.14 0.53 53.4

8 T1 5 0.0 0.012 5.5 LOS A 0.0 0.3 0.14 0.53 53.9

9 R2 1 0.0 0.012 6.3 LOS A 0.0 0.3 0.14 0.53 53.5

Approach 16 0.0 0.012 5.7 LOS A 0.0 0.3 0.14 0.53 53.6


10 L2 31 0.0 0.054 5.7 LOS A 0.2 1.2 0.13 0.27 55.2

11 T1 51 10.4 0.054 0.1 LOS A 0.2 1.2 0.13 0.27 56.7

12 R2 22 0.0 0.054 5.9 LOS A 0.2 1.2 0.13 0.27 55.5

Approach 103 5.1 0.054 3.0 NA 0.2 1.2 0.13 0.27 56.0

All Vehicles 651 3.2 0.423 4.2 NA 2.1 14.6 0.21 0.46 43.1









MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - 0000-5 Years

16S9023000Telopea Urban Renewal - 0-5 PMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 24 0.0 0.078 4.7 LOS A 0.3 1.9 0.20 0.52 46.2

2 T1 5 0.0 0.078 4.5 LOS A 0.3 1.9 0.20 0.52 46.5

3 R2 53 0.0 0.078 5.6 LOS A 0.3 1.9 0.20 0.52 46.3

Approach 82 0.0 0.078 5.3 LOS A 0.3 1.9 0.20 0.52 46.3


4 L2 141 0.0 0.105 5.6 LOS A 0.1 0.6 0.02 0.41 54.8

5 T1 60 8.8 0.105 0.0 LOS A 0.1 0.6 0.02 0.41 56.2

6 R2 9 0.0 0.105 5.7 LOS A 0.1 0.6 0.02 0.41 54.8

Approach 211 2.5 0.105 4.0 NA 0.1 0.6 0.02 0.41 55.2

North: Access

7 L2 6 0.0 0.018 5.6 LOS A 0.1 0.4 0.13 0.54 53.4

8 T1 7 0.0 0.018 5.8 LOS A 0.1 0.4 0.13 0.54 53.9

9 R2 6 0.0 0.018 6.2 LOS A 0.1 0.4 0.13 0.54 53.4

Approach 20 0.0 0.018 5.9 LOS A 0.1 0.4 0.13 0.54 53.6


10 L2 1 0.0 0.026 6.1 LOS A 0.1 0.7 0.19 0.18 55.9

11 T1 33 16.1 0.026 0.3 LOS A 0.1 0.7 0.19 0.18 57.4

12 R2 14 0.0 0.026 6.2 LOS A 0.1 0.7 0.19 0.18 56.1

Approach 47 11.1 0.026 2.1 NA 0.1 0.7 0.19 0.18 57.0

All Vehicles 360 2.9 0.105 4.1 NA 0.3 1.9 0.09 0.41 53.0









SITE LAYOUT

Site: Sturt Street/ Evans Road - AM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-5 AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 122 7.8 0.066 0.0 LOS A 0.0 0.0 0.00 0.00 40.0

6 R2 402 1.3 0.338 5.6 LOS A 1.9 13.2 0.54 0.69 37.8

Approach 524 2.8 0.338 4.3 NA 1.9 13.2 0.42 0.53 38.3


7 L2 388 3.0 0.442 4.5 LOS A 2.8 20.1 0.35 0.55 37.6

9 R2 71 1.5 0.442 14.7 LOS B 2.8 20.1 0.35 0.55 37.6

Approach 459 2.8 0.442 6.1 LOS A 2.8 20.1 0.35 0.55 37.6


10 L2 267 0.8 0.202 3.4 LOS A 0.0 0.0 0.00 0.30 39.2

11 T1 141 6.0 0.202 0.0 LOS A 0.0 0.0 0.00 0.30 39.0

Approach 408 2.6 0.202 2.3 NA 0.0 0.0 0.00 0.30 39.1

All Vehicles 1392 2.7 0.442 4.3 NA 2.8 20.1 0.27 0.47 38.3









MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - PM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 PMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 209 3.5 0.110 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

6 R2 204 1.0 0.125 4.9 LOS A 0.6 4.3 0.22 0.51 46.0

Approach 414 2.3 0.125 2.4 NA 0.6 4.3 0.11 0.25 48.0


7 L2 183 1.7 0.230 4.8 LOS A 1.0 7.2 0.19 0.54 45.8

9 R2 73 0.0 0.230 8.7 LOS A 1.0 7.2 0.19 0.54 45.7

Approach 256 1.2 0.230 5.9 LOS A 1.0 7.2 0.19 0.54 45.8


10 L2 28 0.0 0.049 4.6 LOS A 0.0 0.0 0.00 0.16 48.6

11 T1 71 9.0 0.049 0.0 LOS A 0.0 0.0 0.00 0.16 49.1

Approach 99 6.4 0.049 1.3 NA 0.0 0.0 0.00 0.16 48.9

All Vehicles 768 2.5 0.230 3.5 NA 1.0 7.2 0.12 0.33 47.3









SITE LAYOUT

Site: Evans Road/ Shortland Street - AM 0-5 Years

16S9023000Telopea Urban Renewal - 0-5 AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-5 AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 18 11.8 0.314 4.7 LOS A 0.0 0.0 0.00 0.01 49.2

2 T1 643 0.7 0.314 0.0 LOS A 0.0 0.0 0.00 0.01 49.9

Approach 661 1.0 0.314 0.2 NA 0.0 0.0 0.00 0.01 49.9


8 T1 345 2.1 0.204 0.8 LOS A 0.5 3.8 0.15 0.04 49.1

9 R2 25 25.0 0.204 9.9 LOS A 0.5 3.8 0.15 0.04 48.0

Approach 371 3.7 0.204 1.5 NA 0.5 3.8 0.15 0.04 49.0


10 L2 71 13.4 0.283 9.0 LOS A 1.1 8.2 0.69 0.90 42.7

12 R2 68 7.7 0.283 14.2 LOS B 1.1 8.2 0.69 0.90 42.6

Approach 139 10.6 0.283 11.6 LOS B 1.1 8.2 0.69 0.90 42.6

All Vehicles 1171 3.0 0.314 1.9 NA 1.1 8.2 0.13 0.13 48.6









MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - PM (Ex)

16S9023000Telopea Urban Renewal - 0-5 PMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 28 0.0 0.095 4.6 LOS A 0.0 0.0 0.00 0.08 49.1

2 T1 173 0.0 0.095 0.0 LOS A 0.0 0.0 0.00 0.08 49.6

Approach 201 0.0 0.095 0.7 NA 0.0 0.0 0.00 0.08 49.5


8 T1 174 1.8 0.102 0.2 LOS A 0.2 1.4 0.09 0.06 49.5

9 R2 21 30.0 0.102 5.7 LOS A 0.2 1.4 0.09 0.06 48.3

Approach 195 4.9 0.102 0.8 NA 0.2 1.4 0.09 0.06 49.4


10 L2 63 13.3 0.139 5.3 LOS A 0.5 3.8 0.32 0.59 45.7

12 R2 82 0.0 0.139 6.2 LOS A 0.5 3.8 0.32 0.59 45.7

Approach 145 5.8 0.139 5.9 LOS A 0.5 3.8 0.32 0.59 45.7

All Vehicles 541 3.3 0.139 2.1 NA 0.5 3.8 0.12 0.21 48.4









SITE LAYOUT


16S9023000Telopea Urban Renewal - 0-15 Years AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-15 Years AMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 443 0.2 0.496 8.4 LOS A 5.2 36.5 0.71 0.21 43.7

3 R2 119 3.5 0.496 18.0 LOS B 5.2 36.5 0.71 0.21 42.2

Approach 562 0.9 0.496 10.4 NA 5.2 36.5 0.71 0.21 43.4


4 L2 129 0.8 0.685 17.7 LOS B 3.5 24.5 0.88 1.21 35.4

6 R2 85 2.5 0.685 35.8 LOS C 3.5 24.5 0.88 1.21 35.3

Approach 215 1.5 0.685 24.9 LOS B 3.5 24.5 0.88 1.21 35.4


7 L2 255 0.8 0.495 4.6 LOS A 0.0 0.0 0.00 0.13 48.4

8 T1 773 1.8 0.495 0.1 LOS A 0.0 0.0 0.00 0.13 49.1

Approach 1027 1.5 0.495 1.2 NA 0.0 0.0 0.00 0.13 49.0

All Vehicles 1804 1.3 0.685 6.9 NA 5.2 36.5 0.33 0.28 45.3









MOVEMENT SUMMARY

Site: Adderton Road/ Manson Street - PM 0-15 Years

16S9023000Telopea Urban Renewal - 0-15 Years PMAdderton Road/ Manson StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



2 T1 863 0.2 0.483 0.7 LOS A 1.7 12.0 0.17 0.06 49.1

3 R2 83 0.0 0.483 8.1 LOS A 1.7 12.0 0.17 0.06 48.2

Approach 946 0.2 0.483 1.3 NA 1.7 12.0 0.17 0.06 49.0


4 L2 43 0.0 0.574 12.0 LOS B 2.4 16.7 0.82 1.05 35.8

6 R2 112 0.0 0.574 28.5 LOS D 2.4 16.7 0.82 1.05 35.7

Approach 155 0.0 0.574 23.9 LOS C 2.4 16.7 0.82 1.05 35.7


7 L2 83 0.0 0.221 4.6 LOS A 0.0 0.0 0.00 0.10 48.8

8 T1 380 0.8 0.221 0.0 LOS A 0.0 0.0 0.00 0.10 49.4

Approach 463 0.7 0.221 0.8 NA 0.0 0.0 0.00 0.10 49.3

All Vehicles 1564 0.3 0.574 3.4 NA 2.4 16.7 0.18 0.17 47.6









SITE LAYOUT


16S9023000Telopea Urban Renewal - 0-15 Years AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-15 Years AMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 35 3.0 0.534 4.8 LOS A 3.9 27.4 0.47 0.75 37.2

2 T1 3 0.0 0.534 5.3 LOS A 3.9 27.4 0.47 0.75 37.5

3 R2 405 1.6 0.534 7.3 LOS A 3.9 27.4 0.47 0.75 37.4

Approach 443 1.7 0.534 7.1 LOS A 3.9 27.4 0.47 0.75 37.3


4 L2 95 3.3 0.087 5.6 LOS A 0.1 0.7 0.04 0.35 55.0

5 T1 65 8.1 0.087 0.1 LOS A 0.1 0.7 0.04 0.35 56.6

6 R2 11 0.0 0.087 5.9 LOS A 0.1 0.7 0.04 0.35 55.2

Approach 171 4.9 0.087 3.5 NA 0.1 0.7 0.04 0.35 55.6

North: Access

7 L2 42 0.0 0.110 5.9 LOS A 0.4 2.9 0.26 0.57 52.9

8 T1 29 0.0 0.110 6.1 LOS A 0.4 2.9 0.26 0.57 53.4

9 R2 46 0.0 0.110 6.9 LOS A 0.4 2.9 0.26 0.57 53.0

Approach 118 0.0 0.110 6.3 LOS A 0.4 2.9 0.26 0.57 53.1


10 L2 2 0.0 0.066 6.0 LOS A 0.2 1.1 0.11 0.11 56.9

11 T1 104 5.1 0.066 0.1 LOS A 0.2 1.1 0.11 0.11 58.5

12 R2 22 0.0 0.066 6.1 LOS A 0.2 1.1 0.11 0.11 57.1

Approach 128 4.1 0.066 1.3 NA 0.2 1.1 0.11 0.11 58.2

All Vehicles 860 2.4 0.534 5.4 NA 3.9 27.4 0.31 0.55 44.4









MOVEMENT SUMMARY

Site: Sturt Street/ Manson Street/ Community Centre Access - PM 0-15 Years

16S9023000Telopea Urban Renewal - 0-15 Years PMSturt Street/ Manson Street/ AccessGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 24 0.0 0.137 5.1 LOS A 0.5 3.5 0.39 0.62 45.6

2 T1 29 0.0 0.137 5.9 LOS A 0.5 3.5 0.39 0.62 46.0

3 R2 62 0.0 0.137 7.1 LOS A 0.5 3.5 0.39 0.62 45.8

Approach 116 0.0 0.137 6.4 LOS A 0.5 3.5 0.39 0.62 45.8


4 L2 125 0.0 0.168 5.7 LOS A 0.4 2.9 0.11 0.27 55.4

5 T1 164 3.2 0.168 0.2 LOS A 0.4 2.9 0.11 0.27 56.9

6 R2 42 0.0 0.168 6.1 LOS A 0.4 2.9 0.11 0.27 55.5

Approach 332 1.6 0.168 3.0 NA 0.4 2.9 0.11 0.27 56.2

North: Access

7 L2 16 0.0 0.017 5.8 LOS A 0.1 0.4 0.20 0.54 53.1

8 T1 3 0.0 0.017 6.9 LOS A 0.1 0.4 0.20 0.54 53.6

9 R2 2 0.0 0.017 7.7 LOS A 0.1 0.4 0.20 0.54 53.1

Approach 21 0.0 0.017 6.2 LOS A 0.1 0.4 0.20 0.54 53.2


10 L2 46 0.0 0.084 5.8 LOS A 0.1 1.1 0.11 0.20 56.1

11 T1 105 5.0 0.084 0.2 LOS A 0.1 1.1 0.11 0.20 57.6

12 R2 14 0.0 0.084 6.6 LOS A 0.1 1.1 0.11 0.20 56.3

Approach 165 3.2 0.084 2.3 NA 0.1 1.1 0.11 0.20 57.1

All Vehicles 634 1.7 0.168 3.5 NA 0.5 3.5 0.16 0.32 54.0









SITE LAYOUT


16S9023000Telopea Urban Renewal - 0-15 Years AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)


MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-15 Years AMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 177 5.4 0.094 0.0 LOS A 0.0 0.0 0.00 0.00 40.0

6 R2 394 1.3 0.380 6.7 LOS A 2.3 16.1 0.61 0.83 37.3

Approach 571 2.6 0.380 4.6 NA 2.3 16.1 0.42 0.57 38.1


7 L2 354 3.3 0.565 7.0 LOS A 4.9 34.8 0.51 0.81 36.2

9 R2 101 1.0 0.565 20.2 LOS C 4.9 34.8 0.51 0.81 36.1

Approach 455 2.8 0.565 9.9 LOS A 4.9 34.8 0.51 0.81 36.2


10 L2 295 0.7 0.256 3.4 LOS A 0.0 0.0 0.00 0.26 39.3

11 T1 226 3.7 0.256 0.0 LOS A 0.0 0.0 0.00 0.26 39.1

Approach 521 2.0 0.256 2.0 NA 0.0 0.0 0.00 0.26 39.2

All Vehicles 1546 2.5 0.565 5.3 NA 4.9 34.8 0.31 0.54 37.9









MOVEMENT SUMMARY

Site: Sturt Street/ Evans Road - PM 0-15 Years

16S9023000Telopea Urban Renewal - 0-15 Years PMSturt Street/ Evans RoadGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



5 T1 320 2.3 0.167 0.0 LOS A 0.0 0.0 0.00 0.00 50.0

6 R2 169 1.2 0.114 5.3 LOS A 0.5 3.8 0.32 0.54 45.8

Approach 489 1.9 0.167 1.8 NA 0.5 3.8 0.11 0.19 48.4


7 L2 175 1.8 0.356 5.4 LOS A 1.8 13.0 0.36 0.63 44.7

9 R2 125 0.0 0.356 11.4 LOS B 1.8 13.0 0.36 0.63 44.6

Approach 300 1.1 0.356 7.9 LOS A 1.8 13.0 0.36 0.63 44.7


10 L2 65 0.0 0.096 4.6 LOS A 0.0 0.0 0.00 0.18 48.5

11 T1 132 4.8 0.096 0.0 LOS A 0.0 0.0 0.00 0.18 48.9

Approach 197 3.2 0.096 1.5 NA 0.0 0.0 0.00 0.18 48.8

All Vehicles 986 1.9 0.356 3.6 NA 1.8 13.0 0.17 0.32 47.3









SITE LAYOUT


16S9023000Telopea Urban Renewal - 0-15 Years AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)

MOVEMENT SUMMARY


16S9023000Telopea Urban Renewal - 0-15 Years AMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 18 11.8 0.305 4.7 LOS A 0.0 0.0 0.00 0.02 49.2

2 T1 624 0.7 0.305 0.0 LOS A 0.0 0.0 0.00 0.02 49.9

Approach 642 1.0 0.305 0.2 NA 0.0 0.0 0.00 0.02 49.9


8 T1 334 2.2 0.205 0.9 LOS A 0.6 4.4 0.18 0.05 48.9

9 R2 33 19.4 0.205 9.3 LOS A 0.6 4.4 0.18 0.05 47.9

Approach 366 3.7 0.205 1.7 NA 0.6 4.4 0.18 0.05 48.8


10 L2 97 9.8 0.304 8.8 LOS A 1.2 9.2 0.67 0.89 43.0

12 R2 68 7.7 0.304 14.0 LOS B 1.2 9.2 0.67 0.89 42.9

Approach 165 8.9 0.304 10.9 LOS B 1.2 9.2 0.67 0.89 43.0

All Vehicles 1174 3.0 0.305 2.1 NA 1.2 9.2 0.15 0.15 48.4









MOVEMENT SUMMARY

Site: Evans Road/ Shortland Street - PM 0-15 Years

16S9023000Telopea Urban Renewal - 0-15 Years PMEvans Road/ Shortland StreetGiveway / Yield (Two-Way)



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



1 L2 28 0.0 0.093 4.6 LOS A 0.0 0.0 0.00 0.08 49.1

2 T1 167 0.0 0.093 0.0 LOS A 0.0 0.0 0.00 0.08 49.5

Approach 196 0.0 0.093 0.7 NA 0.0 0.0 0.00 0.08 49.5


8 T1 180 1.8 0.122 0.3 LOS A 0.4 2.7 0.16 0.11 49.0

9 R2 47 13.3 0.122 5.5 LOS A 0.4 2.7 0.16 0.11 48.1

Approach 227 4.2 0.122 1.3 NA 0.4 2.7 0.16 0.11 48.8


10 L2 71 11.9 0.146 5.3 LOS A 0.5 4.0 0.32 0.59 45.7

12 R2 82 0.0 0.146 6.4 LOS A 0.5 4.0 0.32 0.59 45.7

Approach 153 5.5 0.146 5.9 LOS A 0.5 4.0 0.32 0.59 45.7

All Vehicles 576 3.1 0.146 2.3 NA 0.5 4.0 0.15 0.23 48.1









16S1627000 // 27/04/17



Traffic Generation

Appendix D

Telopea Urban Renewal

Traffic Generation Calculation - 2036 Yields (provided 3 June 2016)

LD MD HD

1 27 0 27 27 0 0 0.85 0

2 78 49 127 25 102 102 0.85 87

3 302 6 308 25 283 283 0.29 82

4 200 21 221 38 183 183 0.29 53

5 300 1 301 18 283 283 0.29 82

6 124 5 129 70 59 59 0.29 17

7 454 90 544 71 473 95 378 0.65 0.29 171

9 368 0 368 25 343 343 0.29 99

11 68 1 69 46 23 23 0.85 20

13 317 0 317 84 233 117 117 0.65 0.29 110

14 349 0 349 20 329 329 0.29 95

15 500 3 503 91 412 41 371 0.65 0.29 134

16 61 0 61 47 14 14 0.85 12

17 290 7 297 39 258 258 0.29 75

18 36 21 57 28 29 29 0.85 25

19 562 158 720 89 631 631 0.29 183

20 127 2 129 58 71 71 0.85 60

Core (8,10,12) 1,527 0 1,527 278 1,249 1,249 0.29 362

Total 5,690 364 6,054 1,079 4,975 1667

Block ID

RMS Guide 2002 Rates

New HD

dwellings

New MD

dwellings

New LD

dwelling

New total

dwellings

(2036)

Net Traffic Generation

Resulting from

Development

Existing

dwellings

Total

dwellings

(2036)

Existing

dwellings to

remain

New

dwellings

(2036)

Melbourne

A Level 25, 55 Collins Street PO Box 24055

MELBOURNE VIC 3000 P +613 9851 9600 E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street BRISBANE QLD 4000 GPO Box 115 BRISBANE QLD 4001

P +617 3113 5000 E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade PO Box 3421

NORWOOD SA 5067 P +618 8334 3600 E [email protected]

Townsville

A Level 1, 25 Sturt Street PO Box 1064

TOWNSVILLE QLD 4810 P +617 4722 2765 E [email protected]

Sydney

A Level 6, 15 Help Street CHATSWOOD NSW 2067 PO Box 5254 WEST CHATSWOOD NSW 1515

P +612 8448 1800 E [email protected]

Canberra

A Tower A, Level 5, 7 London Circuit

Canberra ACT 2600 P +612 6243 4826 E [email protected]

Gold Coast

A Level 9, Corporate Centre 2 Box 37, 1 Corporate Court

BUNDALL QLD 4217 P +617 5510 4800 F +617 5510 4814 E [email protected]

Perth

A Level 27, 44 St Georges Terrace PERTH WA 6000 P +618 6361 4634 E [email protected]

www.gta.com.au www.gta.com.au

Telopea Urban Renewal Master Plan Traffic and Transport ... · heavy rail with a more frequent...

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